
Class. 
Book. 



TFv-id 



GopyrigM . 



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COPYRIGHT DEPOSIT: 



1908 

Hit Brake Catechism 



And Instruction Book on the 
Construction and Operation 
of the Westinghouse and New 
York Air Brakes with a List 
of Examination Questions 
and Answers for Enginemen 
and Trainmen 



V. C. RANDOLPH, 



AIR BRAKE INSTRUCTOR, ERIE RAILROAD. 



Coypright, 1908, by V. G. Randolph. 



Auq 24 isoa 

JCLASS 



CX AAc, w,. 
" th\i! ; 



OPY in 



NTRODUCTION, 








enlarged edition of the Air Brake 
Catechism, the latest equipment of the 
New York Air Brake Company is fully il- 
lustrated and explained. The author 
wishes to say he regrets the same could 
not be done with the Westinghouse Brake; 
however, on account of the limited size of 
the book, both brakes could not be treated 
fully, and feeling that the New York brake 
was the later one in the field, and there- 
fore, perhaps less understood, more space 
was given it. But, as the book includes 
a general discussion of both brakes, the 
troubles and peculiarities of each will be 
found to be duly explained. While the 
questions and answers are divided for 
Enginemen and Trainmen, both should 
consult each other's parts, and thereby 
become familiar with all the equipment.* • 
V. C. RANDOLPH, 
Air Brake Instructor, Erie Railroad. 



"i» 



FOR ENGINEMEN. 



DUPLEX AIR PUMPS. 

The Duplex Air Pumips manufactured by The 
New York Air Brake Company are of four dif- 
ferent sizes, and are known as the Nos. 1, 2, 5 
and G. The dimensions of these pumps are as 
follows : 



Pump 

No, 



Diameter of 
Steam Cyl 



Diameter of 
L.. P. Air Cyl. 



Diameter of 
H. P. Air Cyl. 



Stroke 



5 in, 

7 " 



7 
10 
12 
11 



5 in. 

7 " 



9 " 

9 in. 

12 " 

10 " 



The No. 1 and No. 2 differ somewhat from 
the No. 5 and No. 6 in design as well as in size, 
although the principle of operation is practical- 
ly the same. 

The valve gear of the duplex air pump is ex- 
ceedingly simple, consisting of two ordinary D 
slide valves, actuated by valve stems which ex- 
tend into the hollow piston rods and are moved 
by contact with the tappet plates bolted on the 
steam piston heads. The valve on one side con- 
trols the admission of steam to, and exhaust 
from the opposite cylinder, as shown, so that 
while 8iie of the pistons is moving the other is 
at rest. 



FOR ENGINEMEN. 



The air cylinders are known as the low pres- 
sure and high pressure cylinders, and in eacJi 
type of pump, the difference in the areas of the 
air cylinders is in the same proportion, the low 
pressure piston having twice the area of the 
high, and the high pressure the same area as 
the steam cylinders. Thus three measures of 
air are compressed with two measures of steam. 

The operation of all the duplex air pumps is 
practically the same, the difference being in the 
arrangement of the air valves. The No. 1 and 
No. 2 have six air valves, viz., upper and lower 
receiving, upper and lower intermediate and 
upper and lower discharge valves, and the same 
air inlets for both cylinders. The No. 5 and No. 
6 have separate air inlets for each cylinder and 
eight air valves, viz., upper and lower receiving 
for low pressure cylinder, upper and lower in- 
termediate, upper and lower receiving for high 
pressure cylinder and upper and lower dis- 
charge. All air valves of the No. 5 pump are 
the same size and are interchangeable. This 
is also the case with those of the No. 6. 

The No. 5 and No. 6 pumps are identical ex- 
cept in size, and as this type of pump is the 
later one, we will describe the operation of the 
No. 5. 

By referring to the plates Nos. 1, 2, 3 and 4, 
it will be seen that each part has a reference 
letter and the pump pistons are shown in dif- 
ferent positions. We will use these letters in 
the description of the operation, so that the 
movements can be easily followed, by referring 
to the plates when reading the explanation. 



FOR EXGINEMEN. 



OPERATION. 

Before the pump has been started, both pis- 
tons will naturally be at the bottom of the cyl- 
inders, due to their own weight, or, if not com- 
pletely down, will at least have dropped enough 
to permit the slide valves to fall to the bottom 
of the steam chests. 

Assuming that the ipistons are both down, 
when the pump throttle is opened live steam 
flows into both steam chests B, and is always 
present in them when the pump is taking steam. 
In this instance only, steam is admitted to both 
cylinders at once, through port g, to the upper 
side of piston H, which being at the bottom is 
merely held in that position, and through port 
o, to the under side of <piston T, (Plate 1). 
Piston T now moves upward and in doing so 
forces the air that is above the piston in low 
pressure cylinder D, through intermediate valve 
K, into the high pressure cylinder P. At the 
same time, the low pressure piston tends to cre- 
ate under it a vacuum, which is filled with air 
at atmospheric pressure through the air inlet 
at the right, and receiving valve W. Just be- 
fore piston T reaches the end of its upward 
stroke, the tappet tplate Q engages the button 
on the end of the valve stem P, which moves 
the slide valve C, to its highest position, allow- 
ing the steam above piston H, to pass through 
ports g, cavity r, in slide valve C, and the ex- 
haust X, to the atmosphere, and live steam 
through port s, to the under side of piston H. 
As piston H moves upward (Plate 2), the high 
pressure ^piston in cylinder P forces the air 
above it, which may be said to be under the 
first stage of compression, through discharge 
valve M, to the main reservoir, while it3 up- 
ward movement tends to create a vacuum under 
it in the high pressure cylinder F s which i* 



FOR ENGINEMEN. 



filled with air at atmospheric pressure through 
high pressure receiving valve N. 

Just before piston H completes its upward 
stroke (Plate 3), tappet iplate L, engages with 
the button on the valve stem, raising it with 
the slide valve A, exhausting the steam under 
piston T, through port o, cavity r, in slide valve 
A and the exhaust X to the atmosphere, and ad- 
mitting steam through ports v to the upper side 
of piston T, moving it downward. During the 
downward movement of piston T, the low pres- 
sure piston in cylinder D forces the air under it 
which was taken in on its upward stroke 
through the intermediate valve E to the under 
side of the piston in high pressure cylinder F, 
and at the same time cylinder D is filled with 
air at atmospheric pressure through the air in- 
let and upper receiving valve U. Just before 
the piston T completes its downward stroke 
(Plate 4), the tappet plate Q, coming in con- 
tact with the lower tappet or shoulder on the 
valve stem P, moves the slide valve C to its low- 
est position, allowing the steam under the pis- 
ton H to exhaust to the atmosphere through 
port s, cavity r, in slide valve C and the exhaust 
X, and admitting live steam to the upper side 
of piston H, through port g, moving it down- 
ward. As piston H moves downward, the high 
pressure piston forces the air under it through 
the lower discharge valve I into the main reser- 
voir, while the cylinder is filled above with air 
at atmospheric pressure through the air inlet 
at the left, and receiving valve J. 

The completion of this stroke completes one 
cycle of the pump. The movements described 
are repeated through each succeeding cycle. 

Before starting a pump, open the drain cocks 



FOR ENGINEMEN. 



in the steam and exhaust passages. Then the 
steam valve slightly at first, and run the pump 
very slowly until all the condensation has been 
worked out of the steam cylinders. Then the 
steam valve may be opened a little more, but 
the pump should be run slowly until a pressure 
of 50 or 60 pounds has been accumulated in the 
main reservoir. It should be run just fast 
enough to promptly restore the pressure in 
brake system, but never raced. 

The lubricator should feed about twenty 
drops of oil rapidly to steam cylinder, after 
drain cocks are closed, then cut down to about 
one drop per minute. Keep all joints between 
the lubricator and pump perfectly tight, so that 
no oil will be wasted. Oil can leak away at 
the steam joints where there is little or no indi- 
cation of steam leakage. The piston rods should 
be kept well packed and swabs, well oiled, 
should be maintained on them. 

AIR PUMP DISORDERS. 

Broken or stuck air valves or seats will ma- 
terially reduce the efficiency of the pump, and 
cause it to work unevenly, and can usually 
be located by watching the action of the pistons, 
which will move quickly toward a leaky receiv- 
ing valve and slowly toward a leaky discharge 
valve. A leaky receiving valve is also indicated 
by air blowing back by the valve, as the piston 
moves toward it, but as one inlet supplies both 
ends of the cylinder, this air, instead of passing 
out to the atmosphere will usually go in with 
the incoming air to the other end of the cyl- 
inder. Therefore, to test for a jeaky receiving 
valve, run the pump slowly, and" hold the hand 
over the air inlet; the suction will be less on 
the stroke toward the leaky valve, also Quicker 



FOR ENGINEMEN. 



than the one from it. To test for a leaky up- 
per intermediate discharge valve, run the pump 
slowly and as the high-pressure piston moves 
up, remove the low-pressure cylinder oil cup: 
a blow here during the up-stroke indicates a 
leaky valve. To test the final discharge valves, 
pump up about 90 pounds pressure, and stop 
the pump, with both pistons at the bottom of 
the cylinders, open the drain cocks, and allow 
all steam to escape. Remove the high-pressure 
cylinder oil cup. if a steady blow occurs, and 
the piston remains down, the upper valve is 
leaking; if no blow occurs and the piston moves 
up, the lower valve is leaking. Leaking piston 
packing rings will also greatly reduce the ca- 
pacity of the pump. To detect them: After 
the pressure is pumped up, stop the pump and 
remove the oil cup. If no blow occurs, it proves 
the discharge valves are tight. Start the pump 
again, and note if there is a blow on the down 
stroke; if so, the packing rings are leaking. 

Should the pump stop and refuse to go to 
work again, first see that the governor is work- 
ing properly, and that the pump is getting a 
full supply of steam, by opening the drain cock 
in the steam passage (see governor disorders). 
Sometimes a pump will stop on account of in- 
sufficient lubrication, and may be started by 
shutting off the steam for a few moments', open- 
ing the drain cock in the steam passage and 
again turning on the steam, letting the lubri- 
cator feed a few extra drops of oil. If it will 
not then go to work, it will undoubtedly be due 
to a break down, which would have to be re- 
paired in the shop. 



FOR ENGINEMEN. 



THE AUTOMATIC OIL CUP. 

The principle of operation of the automatic 
oil cup is as follows: 

As the air piston makes its up-stroke, com- 
pressed air is driven upward through the pas- 
sage drilled through the center post in the body 
of the oil cup, next passes downward inside the 
extended sleeve of the cap nut, and then 
through the regulating ports drilled in this 
sleeve, to the surface of the oil in the cup, on 
which it creates pressure. As the air piston 
makes its down-stroke, a vacuum is formed in 
the passage in the center post, and also inside 




ff PIPE THO. 

the extended sleeve of the cap nut which en- 
velopes the center post, and the air pressure on 
the surface of the oil, formed when the air pis- 
ton made its up-stroke, on the down-stroke 
forces the oil to the inside of the sleeve, and a 
small portion of it is drawn into the air cylinder 
through the hole in the feed cap. 

This cup should be filled before starting on 
a trip. Use only good cylinder oil to fill it, a« 
other oils do not \ubrioate air cylinders on ac- 
count of their low flash point. Never oil through 



10 FOR ENGINEMEN. 



the air inlets, as it clogs the passages and 
vaives. The automatic cup can he filled wheth- 
er the pump is running or not, and it is a good 
plan to start the pump first, so as to be sure 
that the small port in the feed cap, OCT 5, is 
open. Be careful rot to enlarge it when clean- 
ing it out. 

PUMP GOVERNORS. 

The function of the pump governor is to stop 
the pump when the desired air pressure has 
been obtained, and to again allow steam to be 
admitted to the pump when this pressure has 
been slightly reduced, thus practically main- 
taining a constant pressure. 

The pump governor is shown with the steam 
valve open (in Fig. 5) and with it closed (in 
Fig. 6), and the arrows indicate the direction 
of flow of steam and of air. 

OPERATION. 

When sufficient air pressure, the amount for 
which the governor is adjusted, accumulates in 
the diaphragm air valve chamber to overcome 
the resistance of the regulating spring, the 
diaphragm air valve PG 13 is lifted, uncovering 1 
the air passage in its seat Pu- 14, and air flows 
down on top of piston PG 4, which rests on top 
of steam valve £kjc 5. Then the piston and 
steam valve 'together are forced downward un- 
til the latter seats as shown in Fig. 6, and closes 
the steam passage leading to the air pump, thus 
cutting off the supply of steam. 

When the air pressure in the diaphragm air 
chamber falls below the tension of the regulat- 
'ing spring, diaphragm air valve PG 13 seats, as 
shown in Fig. 5, and cuts off + he flow of air to 
the governor Diston PG 4. The remaining air 



FOR ENGINEMEN. 11 



pressure in the governor piston chamber is 
quickly reduced on account nf the air escaping 
from this chamber through small vent port, in- 
dicated by the small dotted circles, in the air 
passage connecting the diaphragm a 7 'r valve and 
the gov err or piston air chambers; then the 
steam pressure acting upwardly on the face of 
the steam valve PG 5 forces this valve open 
and admits steam to the pump. 

ADJUSTING. 

The pump governor is adjusted to regulate 
the amount of air pressure carried, by means 
of the regulating spring. 

Increasing the tersion of the spring increases 
the air pressure that may be carried, and de- 
creasing the tension decreases the air pressure. 

When adjusting the pump governor, begin- 
ning with the main reservoir pressure top, ob- 
serve the following: 

Place the brake valve handle on lap and ad- 
just the main reservoir pressure top. 

Then stop the pump and reduce the main 
reservoir pressure to about 60 pounds. Start 
the pump. 

Place the brake valve handle in release posi- 
tion and adjust the brake pipe low pressure 
top; then cut out the low pressure top and ad- 
just the brake pipe high pressure top. 

Screw down the adjusting nut until the pump 
stops at the desired pressure, and note the 
promptness with which it starts when the air 
pressure reduces slightly, screwing down ad- 
justing nut a trifle if the pump does not start 
promptly, after which replace cap nut securely. 



12 



FOR ENGINEMEN. 



When adjusting governors, be sure that the 
air gage is correct. 



Fig. 5. 



H" Copper Pipe 
Air Connection 



PG 13 



PG 14 




Pump Governor. Steam Valve ^Den. 



FOR ENGINEMEN. 



13 



Fig. 6. 



H" Copper Pipe 
Air Connection 



PG 13 



PG 14 




To 
Air Pump 



Pump Governor. Steam Valve Closed and Air 
Passing to Top of Piston PG 4. 



14 FOR ENGINEMEN. 



PUMP GOVERNOR DISORDERS. 

When the governor stops the pump, and does 
not permit it to go to work promptly upon a 
slight reduction in air pressure, it is probable 
that the diaphragm valve is leaking. This leak- 
age tends to hold the steam valve closed, and 
make the pump work slower than before. The 
leakage past the diaphragm can be detected by 
the constant flow of air from the small relief 
port (small dotted circle) in the diaphragm 
body. 

When the pump has been working properly 
but begins to run slower each day, of its own 
accord, it is an indication that there is an ac- 
cumulation of lime or other matter on the stem 
of the steam valve PG 5, which reduces the lift 
of that valve and makes it throttle the pump. 

When the governor fails to stop the pump, 
and the standard pressure has been accumu- 
lated, assuming, of course, that it has been 
properly adjusted, it is probable that the relief, 
or drainage, port (indicated by the larger dot- 
ted circles) in the governor body is stopped up. 
This port is for the relief of any steam or air 
leakage that might occur into the chamber be- 
low the governor piston and from a pressure un- 
der it. When the relief port is blocked up — the 
leakage into this chamber is trapped and forms 
a pressure underneath the governor piston that 
will be greater than the air pressure coming 
in on top of this piston, hence the governor can 
not operate to close the steam valve, and the 
pump will run uncontrolled. 

When a waste pipe is screwed into this port 
it should be very short. 



FOR ENGINEMEN. 15 

Should the diaiphragm air valve leak around 
the edges into the spring case and at the same 
time the small reiief port in this case should 
happen to be stopped up, the governor would 
allow the pump to run uncontrolled. The same 
would be true if the air passage through seat 
PG 14 should become blocked up solid with 
gum. 

In all cases where the pump stops and re- 
fuses to go to work, before doing anything else, 
examine all relief ports in the governor, and 
see that they are perfectly fre*>. Open the drain 
cock in the steam passage of the steam head of 
the pump and note whether or not steam is pas- 
sing freely^to the pump. 

If not, tap the governor on the bottom, as 
the steam valve may be stuck shut. 



16 FOR ENGINEMEN. 



NEW YORK 
ENGINEER'S AUTOMATIC BRAKE VALVE, 
STYLE Bl. 



THE PRINCIPAL PARTS AND THEIR 
DUTIES. 

Referring to Fig. 7 the main reservoir sup- 
ply pipe is connected to chamber B. The brake 
pipe is connected to chamber A. Discharge of 
brake pipe air to the atmosphere, for service 
application, occurs through ports F and G, in 
the main slide valve, and exhaust port C, in 
the slide valve seat, when the handle is placed 
in the service graduating notch; and for emer- 
gency applications, through ports J and K, in 
the main slide valve, and exhaust port C in the 
seat. The Main Slide Valve also controls the 
flow of air from the main reservoir into the 
brake pipe. 

Small slide valve EV 110 is a cut-off or grad- 
uating valve, operated by piston EV 10 4A and 
lever EV 112. In service applications it auto- 
matically laps port F and stops the discharge 
of brake pipe air, when the brake pipe reduc- 
tion, corresponding to the service graduating 
notch in which the handle is placed, has been 
made. 

Piston EV 104A, which is exposed on one side 
to brake pipe pressure, Chamber A, and on the 



FOR ENGINEMEN. 17 



other to Chamber D and supplementary reser- 
voir pressure, through the agency of lever BV 
112 causes valve EV 110 to move automatical- 
ly whatever distance is necessary to close port 
F. Reducing brake pipe pressure (chamber A) 
by placing the handle in the service application 
position causes ball cneck BV 184 to seat and 
prevent the backward flow of air from chamber 
D to chamber A through piston BV 104A. 

The supplementary reservoir pressure, there- 
fore, will push piston EV 104 A forward, and 
move the small slide valve EV 110 as far to the 
left as the main slide valve was carried to the 
left, or until it closes port F. 

Passage " H " runs lengthwise of the valve, 
one end leading to the supplementary reser- 
voir, the purpose of which is to enlarge cham- 
ber '" D " back of piston " EV-104-A." In the 
Release and the Running position air from 
chamber " A " passes through piston " EV- 
104-A " to chamber D, thence through passage 
H to the supplementary reservoir until there is 
equal pressure on both sides of this piston, and 
the supplementary reservoir pressure is equal 
to the brake pipe pressure. 



OPERATION. 

The operation of the valve will be easily un- 
derstood from Figs. 7, 8, 9, 10, 11 and 12,which 
show the various Internal arrangements of 
valves and ports for each position of the brake 
valve handle. 



Fig. 7. — Release. 




Train Pipe Main Reservoir 



FOR ENGINEMEN. 19 



RELEASE. 

In this position air is flowing direct from 
chamber B (main reservoir) into chamber A 
(brake pipe) past the end * of valve EV 114A, 
through the large opening in the valve seat. 
This causes the brake pipe pressure to increase 
rapidly, and force the triple valves to release 
position. 

Equalizing piston EV 10 4 A and small cut off 
valve EV 110 are also returned to their normal 
positions, as shown, ready for another applica- 
tion. 

When the handle is placed in release, a light 
puff of air will be heard at exhaust port C. This 
is air escaping from chamber D, through port 
O, which will reduce chamber D pressure suf- 
ficiently to allow piston EV 10 4 A to return to 
its normal position and seat check valve EV180, 
this check valve closing port O, and preventing 
further escape of chamber D air. Chamber D 
and the supplementary reservoir are charged 
as soon as check valve EV 180 seats, through 
ball check EV 184. 

This is also true when the handle is returned 
from the application position to lap or to run- 
ning position. 

USE OF RELEASE POSITION. 

When releasing brakes it is very important, 
unless the train be unusually short, that the 
handle be placed in " release " as shown in Fig, 
7, and allowed to remain there until the red 
and the black hand, moving up together, reach 
the pressure for which the brake pipe pressure 
top of pump governor is adjusted, and the gov- 
ernor slows down the pump, then move the 



20 FOR ENGINEMEN. 



handle to the running position, when the pump 
will accumulate the excess pressure. 

The slowing down of the pump, when both 
gage hands are at the brake pipe pressure fig- 
ure indicates that the auxiliaries are recharged. 

When handled in this way, there is no danger 
of brakes " creeping on " on the front portion 
of the train during the time that the pump is 
accumulating sufficient excess pressure to lift 
the feed valve EV 97, and feed the brake pipe, 
while they are apt to do so if the handle is re- 
turned before the auxiliaries and brake pipe 
are fully recharged. 

Cavity " N " in end of the slide valve, con- 
nects chambers " B " and " A " while handle is 
between release and running position, and thus 
prevents a false lap position. It may be uti- 
lized to good advantage when accumulating the 
excess pressure with a leaky brake pipe, by 
placing the handle about one half-inch from 
running position, until the excess pressure is 
pumped up. Then when the handle is moved 
to running position, the excess pressure valve 
will open. 

When charging trains in yards and termin- 
als, and when recharging auxiliaries while de- 
scending grades, carry the handle in release 
position. 

Under the above conditions of charging and 
recharging, time is of much more consequence 
than excess. 

RUNNING POSITION. 

In this position air from chamber B can not 
flow directly into chamber A, but must pass the 



FOR ENGINEMEN. 21 



excess pressure, or the feed, valve, EV 9 7, be- 
fore entering the brake pipe. The spring EV 90 
has a tension sufficient to hold valve EV 97 
on its seat against a pressure of 15 or 20 
pounds, which ever amount of excess is carried, 
acting upwardly on it from chamber B. 

Running position is used, while the brakes 
are released and train is running, to accumu- 
late the excess pressure in the main reservoir. 
Should brakes commence to " creep " on the 
drivers and front cars shortly after moving the 
handle to running from release position, move 
the handle quickly to release and back to run- 
ning again once or twice. While running along 
with all brakes properly released, do not prac- 
tice moving the handle to release and then back 
to running as this will overcharge brake pipe ; 
and surely cause the brakes to creep on. 



Fig. 8. — Running. 




o^m 



Train Pipe Main Reservoir 



FOR ENGINEMEN. 23 



POSITIVE LAP POSITION. 

In this position all communication between 
the main reservoir and the brake pipe, and be- 
tween the brake pipe and the atmosphere, is 
closed. This position is used in making the 
two-application stop, to prevent over-charging 
of the brake pipe. 

It is also used to test the main slide valve 
EV 114A, (see instructions on testing at page 
— , and, should the equalizing feature become 
inoperative, to cut-off the escape of brake pipe 
air when the required service reduction has 
been made, and hold the brakes applied. 

Whenever the train parts or a hose bursts, 
handle should be placed in positive lap posi- 
tion, to save main reservoir air. 



Fig. 9. — Positive Lap. 



—7 / 

Train Pipe Main Reservoir 



FOR ENGINEMEN. 25 



SERVICE GRADUATING POSITION. 

In this position,, ports " F " and " G " con- 
nect chamber " A " with exhaust port " C " and 
the atmosphere, so that the brake pipe air can 
escape gradually and cause the brakes to ap- 
ply. Also port " O " in the slide valve seat is 
closed, so that pressure in supplementary res- 
ervoir and chamber " D " can force piston 
" EV-104-A " forward, and by means of lever 
"EV-112" move cut-off valve " EV-110 " back 
to cover port " F," when the brake pipe re- 
duction is made that corresponds to the service 
notch in which the handle is placed. Fig. 10 
shows the handle in the third notch. The trav- 
el of piston "EV-104-A" is governed by the 
expansion of air in the supplementary reser- 
voir and chamber " D " — the more air expands, 
the lower the pressure becomes. Therefore, 
supposing a reduction of eleven pounds be 
made in chamber " A " and the brake pipe, the 
piston moves to the right, allowing the air in 
chamber " D " to expand until it becomes re- 
duced eleven pounds, when the piston will stop, 
as the pressure in chambers " D " and " A " 
are equal. Fig. 11. 



Fig. 10. — Service Graduating. 
E A F J C G K 




Train Pipe Main Reservoir 



FOR ENGINEMEN. 



27 



Regardless of length of train the service 
graduating notches reduce brake pipe pressure 
as follows: 



Brake Pipe 1st Ser. Grad. 2d Ser. Grad. 
Pressure Notch Notch 

70 lbs. 5-5 lbs. 8-3 lbs. 

3d Ser. Grad. 4th Ser. Grad. 5th Ser. Grad. 
Notch Notch Notch 

11-3 lbs. 16-5 lbs. 23-7. 



The first figure in the line of notch reduc- 
tions denotes the total reduction had when 
handle is placed in that notch; the second fig- 
ures denote the reduction for that notch if han- 
dle is moved along successively from the first 
to the last notch, and the valve is allowed to 
lap automatically in each notch. The brakes 
are fully applied in service when the last grad- 
uating notch is used. ■ 



When the train consists of 5 or more cars 
the first graduating notch should not be used 
to make the initial service reduction; if less 
than 5 cars, the first service graduating notch 
should be used for the initial reduction. 

When the train is very short, if the second 
graduating notch is used to make the initial re- 
duction, there is danger of the triple valves ap- 
plying in quick action, because of the small 
Drake pipe volume to draw from. 



28 FOR ENGINEMEN. 



AUTOMATIC LAP POSITION. 

In this position cut off valve EV 110 has cov- 
ered port F and stopped the escape of brake 
i)ipe air, and Fig. 11 shows the equalizing pis- 
ton EV 104A moving forward and cut-off valve 
EV 110 closing port F, the service exhaust port. 

To make a further service reduction in brake 
pipe pressure the handle must be moved into 
the next service graduating notch. 

Should it happen that the automatic lapping 
feature did not operate perfectly, when making 
a service reduction, but instead allows the brake 
pipe exhaust to drag, move the handle forward 
slowly a short distance, or until the exhaust 
ceases. 

If the pipe connecting the supplementary 
reservoir to the brake valve should become 
broken or disconnected, plug the connection at 
the brake valve; then in service applications, 
lap the brake valve by hand, returning the han- 
dle slowly to positive lap position after the re- 
quired reduction in brake pipe pressure has 
been made. 



Fig. 11. — Automatic Lap. 




^Train Pipe Main Reservoir 



30 FOR ENGINEMEK. 



EMERGENCY POSITION. 

In this position the brake pipe has a large, 
direct passage to the atmosphere, and the air 
can escape quickly through the large ports J 
and K in the slide valve EV-114A to the ex- 
haust port C in the seat, thence to the atmos- 
phere. 

When chamber " A " and the brake pipe 
pressure is reduced, supplementary reservoir 
pressure will move piston "EV-104A" to the 
right, which will cause cut-off valve " 110 " to 
move back, as shown in Fig. 12, but it does not 
close the large emergency exhaust ports " J " 
and " K." 

The emergency position is for the purpose of 
producing a quick, heavy reduction in brake 
pipe pressure, so that all triple valves on the 
train will operate in quick action and apply the 
brakes in the shortest possible time. 

Whenever there is danger of wreck or acci- 
dent, which requires a quick stop to avoid, 
move the handle quickly to the emergency posi- 
tion and leave it there until the train stops. 



Fig. 12. — Emergency. 
F E J AGO K 




1 T~ 

' Train Pipe Main Reservoir 



32 FOR ENGINEMEN. 



DISMANTLING BRAKE VALVE. 

The top cap EV 115 should first be removed 
and then the hack cap EV 10 2 A. The main 
slide valve EV 114 A should be taken off, and 
the graduating or cut-off slide valve EV 110 
lifted out; also the graduating valve spring 
EV 111. Next remove the graduating slide 
valve, lever fulcrum bolt EV 113 and lever EV 
112, after which remove graduating piston EV 
104A, 

Do not attempt to remove the nuts from pis- 
ton EV 10 4 A before taking it out of the brake 
valve body, as to do so would probably result 
either in springing the groove in the piston 
stem, or in breaking off the dowel pin in the 
valve body. 

After necessary repairs are made, the various 
parts should be thoroughly cleaned. Before as- 
sembling the valve the cylinder should be well 
covered with valve or high-grade machine oil, 
and the packing leather and packing ring on 
the piston should also be well lubricated. Af- 
ter the piston is replaced in the cylinder, the 
lever, lever-pin, the graduating valve, with its 
spring, should be put in, then the main slide 
valve placed on the seat and connected to the 
handle lever-shaft. The valve and seat should 
then be well oiled with valve oil. The back-cap 
should be replaced last. If a new gasket is ap- 
plied between the cover and the body of brake 
valve, be sure the two port holes " O " are in it, 
and that they register with the corresponding 
ports in the valve body. After the valve cover 
is properly secured, the valve is ready for test- 
ing. 

The brake valve should be tested with a brake 
pipe volume equal to that of about twenty-five 
cars. This volume is desirable in order to test 



FOR ENGINEMEN. ' 33 

satisfactorily the equalizing feature of the 
valve.. To make sure that it will operate proper- 
ly on long trains, the method of testing ; should 
be as follows: 

TIGHTNESS OF MAIN SLIDE VALVE. 

Empty the brake pipe by placing handle in 
emergency position, then place handle in lap 
position ; this will empty the supplementary 
reservoir; close the cut-out Cock under the 
brake valve, and place the brake valve handle 
in one of the graduating notches, to close port 
*' O." Maintain 90 pounds pressure in the main 
reservoir. 

If the slide valve leaks the main reservoir 
air will pass- into the brake pipe above the cut- 
out cock, and an increase of pressure will be 
indicated by the black hand of the air gage, if 
the gage is Connected above the cut-off cock. 

EQUALIZING PISTON TEST. 

With the brake pipe pressure at 70 pounds, 
and the brake valve handle placed in the first 
service graduating notch, the brake pipe pres- 
sure should reduce 5 pounds. If the valve fails 
to cut off, it is an indication of a leak past the 
packing leather, or past the ball check valve 
EV 184; or a leak past both, allowing the air 
to pass from chamber D and supplementary 
reservoir into the brake pipe; or there is a leak 
from the back of piston EV10 4A to the atmos- 
phere past a defective baek head gasket EV167, 
from a supplementary reservoir connection, or 
there is a leak at the small port O in the slide 
valve seat. 

To test for leakage to the atmosphere, use 
soapy water on back cap of the brake valve, 



34< FOR ENGINEMEN. 



and connections to supplementary reservoir. If 
not found, test the piston by placing valve in 
emergency position to empty the brake pipe, 
then in second service notch; close the cut-out 
cock, and watch black-hand of gage; a leak 
will be indicated by black-hand of the air gage. 



EXCESS PRESSURE — VALVE TEST. 

With the brake pipe charged to 70 pounds, 
and a brake pipe volume the equivalent of en- 
gine and tender, and 90 pounds in main reser- 
voir, the black hand should stand at 70 pounds. 
If there is a leak by the excess pressure valve, 
or the gasket between it and the body of brake 
valve, it will increase the brake pipe pressure, 
which will be indicated by black hand of air 
gage. 

The reductions from the brake pipe pressure 
at 70 pounds in the service graduating posi- 
tions should be 5, 3, 3, 5 and 7 pounds respect- 
ively. Care should be taken to have the brake 
pipe pressure just 70 pounds when making 
these reductions. 



TIGHTNESS OF CUT-OFF VALVE. 

After having ascertained that there is no 
leakage in chamber " D " back of piston 
" 104A" place the handle in the first graduat- 
ing notch. If a continuous blow occurs at the 
exhaust port, after making the required reduc- 
tion in brake pipe pressure accompanied by the 
falling of the black hand of the gage, this valve 
is leaking. 



FOR ENGINEMEN. 35 

NEW YORK B3 LOCOMOTIVE BRAKE 
EQUIPMENT. 

The equipment known as the B3 is arranged 
in four different schedules to cover the general 
requirements of railroad service. 

Schedule B3 is for engines in passenger or 
freight service, where but one brake pipe pres- 
sure is used. Both pump governor and pres- 
sure controller have single regulating heads, 
which should be adjusted for the standard 
brake pipe and main reservoir pressure. 

Schedule B3-S is for switch engines only. A 
single pump governor and single pressure con- 
troller are used. The controller is set 
to give a brake pressure of 70 pounds 
and the pump governor, for 9 pounds 
irain reservoir pressure, for ordinary 
switching service. However, when the engine 
is used for passenger switching service, and 
handles trains that are using 110 pounds brake 
pipe pressure, the pump governor should be 
adjusted to -10 pounds main reservoir pres- 
sure. When handling a train using the high 
pressure, close cock between the regulating and 
supply portions of the controller. This renders 
the controller inoperative, allowing the main 
reservoir pressure of 110 pounds to pass to the 
brake valve and brake pipe, so that trains using 
the high speed brake can be handled without 
delay without the necessity of carrying addi- 
tional apparatus. A quick release valve is fur- 
nished with this schedule, to be placed in the 
straight air pipe, so that the brakes can be re- 
leased quickly, permitting quicker movement. 
The divided reservoir and accelerator valve are 
not furnished with this schedule. The supple- 
mentary reservoir is substituted for the divided 
reservoir. 



36 FOR ENGIN-EMEN. 



Schedule B3-HP is for freight service where 
heavily loaded trains are handled on heavy 
grades, or loads handled down grades and emp- 
ties up. Both regulating portions of the pump 
governor and pressure controller are duplex so 
that pressures of 70 and 90 pounds can be car- 
ried in the brake pipe and 90 and 110 pounds 
in the main reservoir for the ordinary brake 
pipe pressure and the high pressure control. 

For the operation of these duplex regulating 
portions, three-way cocks are provided, being 
connected as shown in the piping diagram. To 
operate these cocks, turn the handle in line 
with the pipe leading to the regulating head to 
be used, high or low pressure as desired. This 
will cut in the head to regulate the supply por- 
tion, and cut off the pressure to the one not in 
use. 

Schedule BB-HS is the high speed brake. It 
includes the duplex pressure controller and the 
duplex pump governor. The regulating heads 
of the pressure controller should be adjusted to 
70 pounds and 110 pounds for brake pipe pres- 
sure, and the pump governor heads adjusted to 
90 pounds and 130 pounds for the main reser- 
voir pressure. A union four-way cock is used 
with the regulating heads of the pressure con- 
troller. This is a special cock with a connec- 
tion to each regulating top, one to the supply 
pipe between the controller and brake 
valve, and one to the pipe between the 
brake valve and accelerator reservoir. 
When the handle of the four-way-cock 
is in the position to operate the regulating 
head adjusted to 110 pounds brake pipe pres- 
sure, a small port in the accelerator reservoir 
connection is brought into communication with 
a port to the atmosphere. . The object of this 



FOR ENGINEMEN. 37 



port is to -prevent more than the usual prede- 
termined reduction of brake pipe air, obtained 
in the graduating notches, taking place with 
110 pounds pressure. A union three-way cock 
connected to the main reservoir and pump gov- 
ernor regulating tops, is used to change the 
main reservoir pressures. 

On the folded sheet will be found a piping 
diagram of the B3 equipment, showing the sev- 
eral parts, as well as the proper pipe connec- 
tions. This equipment is an improvement on 
former equipments. It not only includes all 
necessary features for the automatic brake but 
also a straight air brake for the locomotive and 
tender, all operated by the automatic brake 
valve, without any additional positions. 

Other parts of the equipment fully described 
under their different headings are the 1 % inch 
pressure controller by which the brake pipe 
pressure is regulated; the accelerator valve 
which assists the brake valve in discharging 
brake pipe air when making service applica- 
tions . with long trains, the % inch controller 
which, controls the straight air brake pressure; 
the high speed controller which acts as a re- 
ducing valve for the driver and truck brake 
cylinders, the lever safety valve and the double 
check valve. 

MANIPULATION. 

To apply the automatic brakes on the loco- 
motive and train, move the handle of the brak3 
valve to the graduating notch necessary to 
make the required brake pipe reduction. 

To release both locomotive and train brakes, 
move the handle to Running and Straight air 
release position. 



38 FOR ENGINEMEN. 



To release the train brakes and hold the lo- 
comotive brakes set, move the handle to Auto- 
matic release and Straight air application posi- 
tion. 

To apply the locomotive brakes (Straight 
Air), move the handle to Full Automatic re- 
lease and Straight Air Application position. 

To release the locomotive brakes move the 
handle to Running and Straight Air release po- 
sition. 

To apply the brakes in an emergency, move 
the handle quickly to Emergency position and 
leave it there until the train stops. 

In case the automatic brakes are applied by 
the bursting of a hose, the train parts, or a con- 
ductor's valve is opened, place the handle in 
Lap position to retain the main reservoir pres- 
sure. 

To graduate off or entirely release the loco- 
motive brakes while holding the train brakes 
applied, use the lever safety valve to make the 
required reduction. 

The cylinder gage will show at all times the 
pressure in the locomotive brake cylinder and 
should be observed in brake manipulations. 

Where there are two or more locomotives in 
a train, cut-out cock No. 1 should be turned 
to close the brake pipe and the brake valve 
handle carried in Running and Straight Air re- 
lease position on all locomotives except the one 
from which the brakes are operated. 

In case it becomes necessary to cut out the 
Straight Air brake, close cut-out cock No. 3, lo- 
cated in the straight air pipe. 



FOR EXGINEMEN. 39 



To cut out the automatic brake on the en- 
gine, close cut-out cock No. G, located in the 
pipe connecting the triple valve with the double 
check valve. By locating the cut-out cock at 
this point the auxiliary reservoir will remain 
charged if the brake is cut out, and can be cut 
in immediately should it be so desired. This 
cut-out cock and also cut-out cock No. 3 are 
special; they are of the three-way pattern and 
when turned off drain the pipes leading to the 
double check valve, which insures the check 
valve remaining seated in the direction of the 
closed cock. 

The main reservoir cock No. 4 is to cut off 
the supply of air when removing any of the ap- 
paratus except the governor. 

The straight air controller is to limit the 
pressure in the driver, truck and tender brake 
cylinders for the straight air brake, and should 
be adjusted to 40 pounds pressure. 

B3 BRAKE VALVE. 

Figure 13 is a longitudinal side section of 
the brake valve (Running position), showing 
the main slide valve BV 312, and how the grad- 
uating valve EV 317 is controlled by the piston 
EV 311 and lever EV 302, which is identically 
the same as with the " B-l " brake valve, which 
has been fully explained, also port O in the 
back cap, closed by the vent valve, EV 180. 
This view also shows the different positions of 
the brake valve handle. 

Figure 14 is a top view of the valve with the 
cover, slide valve and handle removed, show- 
ing the seat and connections for the straight 
air and divided reservoir pipes. A shows the 
opening through the slide valve seat to the 



40 J FOR j ENGINEMEN. 



brake valve chamber^ A y - beneath the slide valve, 
B is a cavity back of 1 the slide valve seat, into 
which - the air flows (from the main reservoir 
pipe,- although all the space under the valve 
cove^^and abovt the slide valve .is known _as^ 




QT 

U , 12 | 



Fig, 13, 



42 



FOR ENGINEMEN. 




^ = — ->, w \ ) ( ( £_■■ — ' ' 




Fig. 15. 

chamber B. C is the exhau«t passage. V is 
through to the exhaust passage and is an ex- 
haust port for the straight air brake in running 
and straight air release positions, and is also 
an exhaust port for the air from chamber D, 
through port O in the release, running and lap 
positions. Fort T is to the accelerator reser- 
voir. Port W is to the passage H and the sup- 
plementary reservoir. The location of port O 
in the seat is also shown. 

Port O is used for the purpose of venting air 
from chamber D to the atmosphere, so as to 
permit piston EV 311 to return to its normal 
position (Fig. 13), when releasing brakes. It 



FOR ENGINEMEN. 43 



runs from the vent valve seat through the back 
cap, lengthwise through the body of the brake 
valve up to the seat of the slide valve. It is 
connected to the exhaust passage by cavity R 
in tfce glide \al\e, and port V in the seat, in 
Fu 1 release, running and lap positions. 

Chamber D air is prevented from escaping to 
the atmosphere in these positions by the vent 
valve EV 180 on the end of piston BV 311. Just 
before the slide vahe reaches the first graduat- 
ing notch, it covers port O, so that when the 
piston moves forward to automatically close 
the service exhaust port P, and unseats vent 
valve BV 180, chamber D air only gets to the 
face of the slide valve. When the brake valve 
is placed in Full release, running or lap posi- 
tions, air from chamber D flows through port 
O, canity R and port V to the atmosphere until 
the pressure in chamber D is slightly below 
that in chamber A (brake pipe), when the 
brake pipe pressure being the greater, it forces 
piston EV 311 to the position shown in Fig 13, 
seating the vent valve, and preventing further 
escape of chamber D air. 

Figure 15 shows the face of the slide valve. 
F and G are the service exhaust ports and are 
connected by a passage through the center of 
the slide valve. J and K are the emergency ex- 
haust ports connected by passages on each side 
of the central passage, connecting F and G. S 
is a small port connected by passage X to the 
elongated port 7°. whirh registers with port T 
in the seat in i^ t_.u service application posi- 
-tions. P is a groove whose function is to con- 
nect port W and the supplementary reservoir 
with brake pipe pressure in release and running 
positions. L is a passage through which air 
passes from the main reservoir pipe to the brake 



44 4 I FOR ENGINEMEN. 



cylinder pipe in straight air application posi. 
tion. R is a cavity connecting ports E and V 
in the running and straight air release positions 
to release the straight air brake and O and V in 
release, running and lap positions. It also per- 
mits the partial opening of port N to E in the 
last graduating notch and full opening in emer- 
gency position. Ports M are through the slide 
valve and are for charging the brake pipe. 

Main reservoir air, reduced to brake pipe 
pressure by the pressure controller, flows into 
chamber B. The slide valve .EV 312 controls 
the flow of air from the main reservoir to the 
brake pipe and from the brake pipe to the at- 
mosphere. The brake pipe is connected to 
chamber A. Discharge of brake pipe air to the 
atmosphere for service applications occurs 
through ports F and G and exhaust passage C, 
but for emergency applications through ports 
J and K and exhaust passage C. In full auto- 
matic release position air is free to pass from 
the main reservoir to the brake pipe through 
ports -M,- and past the end of the slide valve 
EV 312. In the running position ports M only 
are open between the main reservoir and brake 
pipe, but they are sufficiently large to permit re- 
lease of train brakes. Small slide valve EV 317 
is a cut-off or graduating valve operated by 
piston EV 311 and lever EV 312. In service 
applications it automatically laps port F and 
stops the discharge of brake pipe air when the 
brake pipe reduction corresponding to the ser- 
vice graduating notch in which the handle is 
placed has been made. Piston EV 311 which 
is exposed on one side to brake pipe pressure 
and on the other to chamber D or supplement- 
ary reservoir pressure, through the agency of 
lever EV 302 causes valve EV 317 to move au- 
tomatically whatever distance is necessary to 
close port F. 



FOR ENGINEMEN. 



45 




W N L 



Fig. 16. — Release Position. 

Automatic Release and Straight Air Applica- 
tion Position (Fig. 16). The purpose of this 
position is to promptly release and recharge the 
automatic brakes and to apply the straight 
air brakes or retain the pressure in the loco- 
motive and tender brake cylinders. In this posi- 
tion air flows directly from chamber B, (main 
reservoir) into chamber A, (brake pipe) past 
the end of the slide valve and through ports M. 
Port O is open to the atmosphere through port 
V to permit piston EV 311 to return to its nor- 
mal position. Port T is open to the atmosphere 
through J and C. The supplementary reservoir 
is being charged to brake pipe pressure through 
groove P and port W from chamber A.- Port T?2 
is brought into communication with port N by 
passage I, permitting air to pass to the loco- 
motive and tender brake cylinders through the 
straight air pipe and double check valve until 
shut off by the % inch pressure controller, the 
regulating top of which is connected to the 
straight air pipe and adjusted at 40 pounds. 
By placing the valve handle about midway be- 
tween release and running positions the straight 
air ports can be lapped, making it possible to 



46 



FOR ENGINEMEN. 



increase or decrease the brake cylinder pressure 
as may be necessary. 



A v F S J C T X Ac 




WN LEJ VOR 



Fig. 17. — Running Position. 



Running and Straight Air Release Position 

(Fig. 17). This is the proper position in which 
to place the handle when wishing to release the 
train and locomotive brakes simultaneously, or 
to release the straight air brake when it only 
has been applied. Air passes from the main 
reservoir to the brake pipe through ports M. 
Port N is closed. Port E is brought into com- 
munication with port V and the atmosphere by 
cavity R, releasing the straight air brake. Ports 
O and T are still open to the atmosphere as in 
full release position. Port T is open to the at- 
mosphere through J and C in release and run- 
ning positions, so that in case of a release fol- 
lowing a partial application, the accelerator 
reservoir pressure can escape and prevent the 
operation of the accelerator valve. Groove P 
still holds port W in communication with the 
brake pipe pressure in chamber A. 



FOR ENGINEMEN. 



47 



AFSJCTXAc 




W L N J E R V O 

Fig. 18.— Lap Position. 



Lap Position (Fig. 18). The brake valve 
handle should be placed in this position when a 
hose bursts, the train parts or a conductor's 
valve is opened to save the main reservoir air. 
All ports are closed in this position excepting 
port O, which is open to the atmosphere through 
port V and the exhaust passage in release, run- 
ning and lap positions. 




WLNJERVO 

Fig. 19. — First Graduating Notch. 



48 



FOR ENGINEMEN. 



'F S A J X Ac 




LWNJREVO 

Fig. 20. — Last Graduating Notch. 

Service Application Position (Figs. 19 and 
20). This position is for the purpose of grad- 
ually applying the brakes and is divided into 
five graduating positions designated by notches 
on the quadrant. The reductions obtained in 
the different notches are respectively, 5, 8, 11, 
15 and 23 pounds. The amount of the initial 
reduction should always be governed by the 
length of the train, speed, grade, etc. Always 
place the handle of the brake valve in the notch 
which will give the required reduction. When 
the handle of the brake valve is moved to the 
first graduating notch the slidfe valve is 
in the position shown. Port O is closed to pre- 
vent the escape of chamber D pressure. Port 
F is moved back of the graduating valve EV 
317 and port G registers with the exhaust port 
C. Brake pipe air now flows to the atmosphere. 
It also flows through port S, passage X and 
port T to the accelerator reservoir, building up 
a pressure to operate the accelerator valve. As 
soon as the pressure in the brake pipe reduces, 
the .pressure in chamber D, being now greater 
than brake pipe pressure, it begins to expand 
to equalize with the brake pipe pressure. In 



FOR ENGINEMEN. 



49 



doing so it moves piston EV 311 forward. The 
piston carries with it the lower end of the grad- 
uating valve lever EV 302, which is so propor- 
tioned that the graduating valve EV 317 on the 
other end of it, is just moved back far enough 
to close ports F and S when the pressures in 
chamber D and the brake pipe have equalized. 
This stops the flow of air from the brake pipe 
to the atmosphere and to the accelerator reser- 
voir, (see accelerator valve). This action is 
called automatic lap and it takes place in all 
the graduating positions. A further reduction 
of the brake pipe pressure is made by moving 
the handle back to any of the service notches, 
the piston moving farther forward for each suc- 
cessive reduction. The action of the brake valve 
is the same and the ports are in the same rela- 
tion to each other in all service positions of the 
brake valve except the last graduating position. 
In this position a partial opening of port N ad- 
mits air slowly to the locomotive and tender 
brake cylinders through cavity R and port E up 
to the adjustment of the controller on the 
straight air pipe. This is to insure full braking 
pressure on the engine with a full application 
regardless of piston travel and brake cylinder 
leakage. 

F v S J A X Ac C T 




LWJNREVO 

Fig. 21. — -Emergency Position. 



50 FOR ENGINEMEN. 



Emergency Application Position (Fig. 21). 
This position is for the purpose of producing a 
quick, heavy reduction in brake pipe pressure 
so that all triple valves on the train will oper- 
ate in quick action and apply the brakes in the 
shortest possible time. 

Forts J register with chamber A and K with 
the exhaust port C, allowing brake pipe air to 
escape rapidly to the atmosphere. Cavity R al- 
lows air from the main reservoir to pass 
through ports N and E to the locomotive brake 
cylinders, and the full pressure of the straight 
air brake is maintained on the engine. 



PRESSURE CONTROLLER. 

The pressure controller is in reality, a part 
of the brake valve, and is connected in the main 
reservoir pipe near the brake valve to control 
brake pipe pressure. The principle' of opera- 
tion is the same as a pump governor. The reg- 
ulating and supply portions are separate, being 
connected by piping, and the regulating heads 
connect directly to the pipe between the supply 
portion and the brake valve. 

With the pressure controller the excess pres- 
sure is confined to the main reservoir, and 
while it has sufficient capacity to promptly re- 
lease the brakes and recharge the auxiliary res- 
ervoirs on a train of any length, there is no 
danger of overcharging. 

The controller is made in two styles, single 
and duplex, to cover the requirements of the 
different schedules. Fig. 22 is a sectional view 
of a duplex regulating portion and Fig. 2 3 is a 
sectional view of the supply portion. 



FOR ENGINEMEN. 51 

Referring to Fig. 23, connection with the 
- main reservoir is made at MR, and by means 
of the cored passage air is free to pass to the 
under side of the valve, PG- 95. Connection BV 
leads to the brake valve, main reservoir con- 
nection, and connection D to the regulating por- 
tion (single or duplex), connecting at D in Fig. 
22. 

In operation, as soon as the pressure in the 
brake pipe is great enough to overcome the re- 
sistance of the spring PG 10, which is holding 
the diaphragm PG 13, seated over port B, the 
pressure will pass through passage B to connec- 
tion D, and by piping to the space E, in the 
supply iportion of the controller above the pis- 
ton PG 4, forcing the piston and valve PG 9 5 
down until seated, cutting off communication 
between main reservoir and brake pipe. 

As soon as the pressure falls in the brake 
pipe below the adjustment of spring PG 10, the 
latter will force diaphragm PG 13 to its seat, 
closing off port B, whereupon pressure in pas- 
sage E and piping connecting supply and regu- 
lating portions and space E above piston PG 4 
will immediately escape to the atmosphere 
through the small port C, in the regulating 
head of the controller, after which main reser- 
voir ipressure will lift valve PG 9 5 off its seat 
and again open communication to the brake 
valve, thus maintaining a constant pressure in 
the brake pipe. 

Port X in the supply portion of the controller 



52 



FOR ENGINEMEN. 



Pressure Controller. 




Fig. 23. 



FOR ENGINEMEN. 53 



connects the under side of piston PG 4 with at- 
mosphere, so that it will be free to operate and 
to discharge any leakage by the ring PG 24 or 
Valve PG 95. 

The regulating portions are provided with 
brackets, so that they can be attached to the 
cab in some convenient iplace where they will 
be handy for adjustment. The adjustment of 
these regulating heads is accomplished by 
means of nut PG 35, which regulates the ten- 
sion of spring PG 10. 

As each regulating head has a vent port C, 
to avoid unnecessary waste of air, one of these 
heads should be plugged. 

The hand wheel, PG 45, can be used in case 
of any defect that would cause a sluggish ac- 
tion of the controller. By screwing the wheel 
up, it will lift the valve, PG 9 5, off its seat and 
allow the free passage of air from the main 
reservoir to the brake valve. The controller 
will then be inoperative, main reservoir and 
brake pipe pressures will be equal until the con- 
troller is again restored to its operative condi- 
tion, 

A % inch controller is located in the pipe be- 
tween the main reservoir and the brake valve, 
to control the straight air brake pressure. The 
regulating head is connected to the straight air 
pipe between the brake valve and the double 
check valve. It should be adjusted for 40 
pounds. 

ACCELERATOR VALVE. 

It is well known that with the ordinary brake 
valves alone, it is almost impossible to set all 
the brakes on trains of 75 to 10 cars without 



54 FOR ENGINEMEN. 



making a very heavy reduction. This is caused 
by the back flow of air from the auxiliary reser- 
voirs to the brake pipe through the feed 
grooves, and from the brake cylinder to the at- 
mosphere through the leakage grooves. It is 
the result of the comparatively slow brake pipe 
reduction through the service avpplication ports 
of the brake valves, which for obvious reasons 
can not be enlarged. The accelerator valve 
was designed to overcome this difficulty. Its 
duty is to assist the brake valve in discharging 
brake pipe air when making service applica- 
tions on long trains, and to bring about a more 
uniform and prompt application of the brakes 
than is possible with the ordinary brake valves. 
It operates only when a service application of 
brakes is made with the brake valve and then 
only when the volume of brake pipe air is suf- 
ficient to warrant its use. The reductions, how- 
ever, are no greater with the accelerator valve 
than with the former types of brake valves, as 
the automatic cut-off of the brake valve con- 
trols the flow of air that actuates the acceler- 
ator. This valve does exactly what its name 
would imply. It accelerates the discharge 
of brake pipe air. The operation of the accel- 
erator valve is automatic, it opens about four 
seconds after the brake valve handle has been 
moved to the graduating notch and closes in 
about the same length of time after the gradu- 
ating valve has closed ports F and S in the 
slide valve. It requires from about ten to 
twelve pounds pressure in the large compart- 
ment of the divided reservoir to operate it, con- 
sequently, it does not open with a shorter train 
than eight cars, as with that length of a train 
the automatic la ( p of the brake valve takes 
place before sufficient pressure has been ac- 
cumulated in the divided reservoir to move tne 



FOR ENGINEMEN. 55 



piston of the accelerator valve down against 
the spring. 

It is bolted to the divided reservoir, the large 
chamber of which is the accelerator reservoir 
and the small one the supplementary reservoir. 

The arrangement of piping to it is shown in 
the piping diagrams. Pig. 24 is a sectional 
view. The working parts are the piston RV 65, 
slide valve RV 74, and slide valve spring BV 
656, valve stem RV 67 with leather seat RV 70 
and spring QT 2 31. 

Brake pipe pressure is always present in 
chamber O, around the slide valve RV 74, and 
is prevented from escaping to chamber B by the 
leather seat RV 70, which is held to its seat by 
the spring QT 231. There is an oblong port, a, 
in the slide valve and a triangular port, b, in 
the slide valve bush with its point upward. 
When the brake valve is placed in the service 
position port S in the s'ide valve is open to the 
brake pipe, and the long port Ac, also in the 
sslide valve, registers with port T in the seat, al- 
lowing brake pipe air to pass through ports S 
and T to the accelerator reservoir and to the 
top of piston RV 65, which is always in direct 
communication with the accelerator reservoir. 
When a pressure of from ten to twelve pounds 
is accumulated in the reservoir, the piston, 
valve stem, and slide valve are moved down, 
compressing spring QT 2 31. Port a then reg- 
isters with b, but as the small part of the port 
opens first the brake pipe air flows slowly to 
the atmosphere, the discharge increasing as the 
port opens wider until the full travel of the pis- 
ton and slide valve gives a full opening of the 
port. When the cut-off valve of the brake valve 
goes to automatic lap and closes port S, air 



56 FOR ENGINEMEN. 



stops flowing to the accelerator reservoir. The 
pressure on piston RV 65 reduces through ports 
R and T in the body of the valve and through 
port S, in the piston. As soon as the pressure 
above the piston has been reduced sufficiently, 
the spring QT 231 pushes the slide valve and 
piston upwards, first closing port R, then ports 
a and b, lastly closing the leather seated valve 
RV 70, and stopping the flow of brake pipe air 
to the atmosphere. The piston closes port R 
before the slide valve closes port b, so that the 
air from the accelerator reservoir, flowing more 
slowly through the port S in the piston, gives 
the slide valve the slow closure desired. 

This action of the accelerator valve will al- 
low a much larger volume of air to pass from 
the brake pipe than could flow in the same time 
through the service ports F and G in the brake 
valve. 

It stays open longer with a long train than 
with a short one, because the volume of brake 
pipe air to be reduced is greater and the cut- 
off valve EV 317 stays open longer. 



FOR ENGINEMEN. 



57 




Fig. 2 4. — Accelerator Valve. 



58 



FOR ENGINEMEN. 




To Brake Pipe 
~ 'A- Pipe 



BP 



To Brake Cylinders 
%" Pipe 



Fig. 2 5. — High Speed Controller Lever 
Safety Valve. 



FOR ENGINEMEN. 59 



The High Speed Controller is used with the 
high speed brake. Fig. 2 5 is a sectional view 
of it, showing the operative parts. These are 
piston HS 10? with valve HS 108, which is 
provided with one large and one smaller annu- 
lar groove, as shown, the spring RV 105 B, 
valve stem RV 131, pop valve RV 13 3 and the 
lever handle RV 12 9. 

It is connected to the brake cylinders at BC 
and the brake pipe at BP. Its normal position 
is shown in the illustration, where it is held by 
brake pipe pressure During all ordinary ser- 
vice applications the piston remains in this posi- 
tion and brake cylinder pressure can pass free- 
ly to the safety valve through the large groove, 
when higher than that which safety valve is set 
to retain. However, when an emergency appli- 
cation is made the brake pipe pressure is great- 
ly reduced, the brake cylinder pressure will 
move the piston and valve their full traverse 
to the seat C. This movement brings the small- 
er groove directly under the passage G, which 
restricts the passage of brake cylinder air to 
the safety valve and causes a gradual blow 
down until stopped by the safety valve. The 
safety valves should be adjusted to 53 pounds, 
and whether used alone or with the high speed 
controller are piped to the engine brake cylin- 
ders so that they will relieve the cylinders of 
all over that amount, whether obtained with 
the automatic or straight air application. 

Ports P and D allow the brake cylinder pres- 
sure to circulate around the piston HS 107 and 
back of valve HS 10 8 so that they will move 
with a slight difference of pressure. 



60 



FOR ENGINEMEN. 



TO BRAKE CYLINDER 
%"PIPE 




Kpipe 

TO BRAKE CYLINDER 

Fig. 26. — Double Check Valve. 



DOUBLE CHECK VALVE. 

Referring to the piping diagram, the double 
check valve, Fig. 26, is located in the piping 
between the straight air brake valve and the 
brake cylinders, also between the triple valve 
and the brake cylinders, in a horizontal posi- 
tion so it will not move by gravity. One end Is 
coupled to the triple valve, the other end to the 
straight air brake valve. The side connections 
lead to the brake cylinders, or one side may be 
used for the safety valve, or a driver brake cyl- 
inder can be coupled to each side and the safety 
valve located in the cylinder pipe. When the 
straight air is used it moves the valve " SA-38 " 
over to the right as shown, which prevents the 
air escaping at the exhaust port of the triple 



FOR ENGINEMEN. 61 



valve, and the air passes by the other end of 
the valve to the brake cylinders. When the au- 
tomatic is applied, air from the triple valve 
moves valve " SA-38 " so the opposite side of 
the valve prevents air escaping at the brake 
valve, at the same time allows it to pass by 
the other end of the valve to the brake cylin- 
ders. Therefore, the function of the double 
check valve is to automatically connect the 
brake cylinders with either the automatic or 
straight air, and to prevent air escaping at ex- 
haust port of one while the other is being op- 
erated. For defects see page 

NEW YORK QUICK ACTION TRIPLE VALVE. 

As some of the moving parts of the triple 
valve are at right angles to each other, the fol- 
lowing diagrammatic drawings, where all parts 
are shown in one plane, will make it easier to 
study, than a true drawing of the valve. Re- 
ferring to the several parts when applying the 
brake, each part is numbered, as it moves, in 
its turn, beginning with No. 1. 

The service parts of the quick action triple 
are the piston (1), graduating valve (2), and 
slide valve (3). The emergency parts are the 
vent-valve piston (4), vent-valve (5), quick ac- 
tion valve piston (6), quick action valve (7), 
and check valve (8). The service parts are op- 
erative, both in service and emergency applica- 
tion, but the emergency parts operate in emer- 
gency application only. 

RELEASE AND CHARGING POSITION. 

Fig. 27 shows the triple in release and charg- 
ing position. Air from the brake pipe enters 
the triple valve at " A " and passes through the 
feed groove " B " to the auxiliary reservoir 
" R," until the auxiliary reservoir and brake 



62 FOR ENGINEMEN. 



pipe pressure are equal. It also fills the cham- 
ber "G" between the main piston (1) and the 
vent-valve piston (4), through the port " F " 
in the stem of the vent-vaive piston. Cavity 
" V " in the slide valve connects ports " R " and 
" E," allowing air from the brake cylinder to 
pass to the atmosphere, thus releasing the 
brake. 

SERVICE APPLICATION. 

A service reduction of the brake pipe pres- 
sure, permits the auxiliary reservoir pressure 
to move the piston slide and graduating valve 
to the left, to service application position, as 
shown in Fig. 2 8. The first movement of the 
piston closes the feed groove " B " and the 
graduating valve moving with it, uncovers port 
" S." The slide valve then moves to the left 
closing the exhaust port, " E," and bringing 
the service port " b " directly over port " R," 
allowing auxiliary reservoir air to pass through 
ports " S " and " R " to the brake cylinder. 
When the brake valve has been lapped, and the 
flow of air from the auxiliary reservoir to the 
brake cylinder has reauced the pressure in the 
former slightly less than that in the brake 
pipe, the brake pipe pressure moves the piston 
and graduating valve to the right, to lap posi- 
tion, closing port " S." Fig. 29. Further re- 
ductions of the brake pipe pressure produce 
the same action of the triple piston and gradu- 
ating valve, until a full service reduction of 
about twenty pounds has been made, when the 
piston and slide valve and graduating valve will 
remain in the position shown in Fig. 2 8, and 
the brake cylinder and auxiliary reservoir pres- 
sures will be equal. 



FOR ENGINEMEN. 63 



In service applications the pressure in cham- 
ber " G " reduces with the brake pipe pressure 
through port " F " and has no effect on piston 
(4). 

EMERGENCY APPLICATION. 

Fig. 30. When a sudden heavy reduction of 
the brake pipe pressure is made, piston (1) 
moves to the left so rapidly that the air cham- 
ber " G " can not escape through port " F " as 
quickly as the brake pipe pressure is reduced. 
It therefore cushions, momentarily, upon piston 
(4), moves it to the left, unseating vent valve 
(5), permitting brake pipe air to escape into 
passage " H," where it forces piston (6) to the 
right, and then escapes to the atmosphere 
through port " J," thereby producing the brake 
pipe reduction necessary to transmit quick ac- 
tion to the next brake. 

When piston (6) moves to the right, it also 
unseats quick action valve (7), permitting aux- 
iliary reservoir air to flow rapidly through 
passages " K " and " L," unseating check 
valve (8) and passes into "C" and the brake 
cylinder. Auxiliary reservoir air also flows 
through the service ports " S " and " R " to 
the brake cylinder, thus causing an instant 
equalization of the auxiliary and brake cylinder 
pressure. As soon as equalization takes place, 
the springs return all emergency parts to their 
normal position, leaving only the piston slide 
and graduating valve in the application posi- 
tion, as shown in Fig. 2 8. When the brake 
pipe pressure is restored, they return to release 
position, Fig. 27. 



64 



FOR ENGINEMEN. 



NEW YORK QUICK ACTION TRIPLE VALVE. 

\— r^ — — =. 




Fig. 27. — Release Position. 



FOR ENGINEMEN. 



65 



NEW YORK QUICK ACTION TRIPLE VALVE. 

s — n 




Fig. 2 8. — Service Application Position. 



66 



FOR ENGINEMEN. 



NEW YORK QUICK ACTION TRIPLE VALVE. 




Fig. 29. — Lap Position. 



FOR ENGINEMEN. 



67 



NEW YORK QUICK ACTION TRIPLE VALVE. 




•Fig. 30. — Emergency Position. 



68 FOR ENGINEMEN. 



For Enginemen. 



Q. What are the essential parts of the auto- 
matic air brake ? 

A. The Air Pump, Main Reservoir, Engi- 
neer's Brake Valve, Brake Pipe, Triple Valves, 
Auxiliary Reservoirs, Brake Cylinders, Pump 
Governor, Air Gauge, Retaining Valves, Angle 
and Cut-Out Cocks. 

Q. How should the pUmp be started? (b) and 
lubricated ? 

A. Slowly, with waste cocks open, to allow 
water to escape from steam cylinder, and to 
accumulate sufficient pressure in main reser- 
voir to form a cushion for the pistons. (b) 
The lubricator should feed about 20 drops of 
oil rapidly to the steam cylinder after waste 
cocks are closed, then cut down to about one 
drop per minute on an average. Oil swab on 
piston rod and on up stroke of piston, blow air 
cylinder oil cup out, close, fill with valve oil, and 
open on down stroke. With the New York 
pump, fill oil cups on top of air cylinders. Nev- 
er oil through air inlets, and always use valve 
oil. 

Q. How fast should the pump be run ordi- 
narily ? 

A. No faster than necessary to maintain the 



FOR ENGINEMEN. 69 



proper pressure. If pump can have two min- 
utes to do the work, don't crowd it into one. 

Q. (a) In case the pump stops, what would 
you do to start it ? (b) If it started, to what 
would you attribute the cause of stopping ? (c) 
What would you do ? 

A. (a) Close the starting valve, wait a mo- 
ment for the steam in pump to condense, and 
then turn it on suddenly, also jar around steam 
head of pump with a block of wood, (b) If 
it started, would consider it stopped for the 
want of oil. (c) Would increase the supply of 
oil to steam cylinder at once. 

Q. (a) In case pump stops, will the brakes 
apply in all cases ? (b) What is tne only way 
to keep informed as to whether the pump is 
working ? 

A. (a) No. (b) By watching the air gauge. 

Q. How could you detect whether the pump 
or the governor was to blame for the stoppage ? 

A. ]t can be tested by opening the drain 
cock in the live steam passage. If pump is get- 
ting sufficient steam, would consider governor 
all right. If no steam reached the pump, would 
know governor was at fault, provided it was 
turned on at the boiler. 

Q. How would you start a stuck governor ? 

A. Would tap it lightly on the bottom to 
open the steam valve. 

Q. (a) What causes pump to run hot ? (b) 
What should be done with a hot pump ? 

A. (a) Continuous high speed, working 



70 FOR ENGINEMEN. 

against too high a pressure, worn packing rings 
in air cylinder, stuck or broken air valves, too 
little lift of air valves, air passages or discharge 
pipe partly stopped up, piston rod packing too 
tight, (b) Would ease up on the speed, if pos- 
sible, and reduce the pressure; after cooling a 
little, oil the air cylinder and swab on the pis- 
ton rod with valve oil. 

Q. (a) If a pump makes a quick stroke one 
way and a slow one the other, where is the 
trouble likely to be ? (b) How could it be lo- 
cated quickly which end is causing the trouble ? 

A. (a) In the air valves, (b) The defective 
end usually has no suction. 

Q. How would you test the air valves in a 
9^ inch pump ? 

A. Would test the discharge valves first by 
pumping up full pressure, then stop the pump, 
open the oil cup and take plug out of lower 
head. A defective valve or seat will cause a 
steady blow at the defective end. To test the 
receiving valves, hold the hand at air inlet. If 
valve was stuck shut, no air would be taken in 
as piston moved away from it. If stuck open, air 
would be blown out as piston, moved towards 
it, although some of it will go in with incoming 
air to the other end of cylinder. The piston 
will always move quicker towards a defective 
receiving valve and slower towards a defective 
discharge valve. 

Q. How would you test for worn packing 
rings in air cylinder ? 

A. Run pump slowly against full pressure, 
open oil cup and hold finger over it. If air 
blows out on down stroke, the rings leak, pro- 



FOR ENGINEMEN. 71 



vided there was no blow when the pump was at 
rest. 

Q. (a) Would worn packing rings cause an 
unequal stroke ? (b) Why not ? 

A. (a) No. (b) Because the air would 
blow by as much on one stroke as the other. 

Q. (a) From the pump, where does the air 
go first ? (b) What are the sizes of the main 
reservoirs ? (c) Why does a freight engine re- 
quire a larger one than a passenger engine ? 

A. (a) Through the discharge plp« to the 
main reservoir. (b) From twenty to seventy 
thousand cubic inches, (c) Because there is a 
longer brake pipe and more auxiliary reservoirs 
to charge. 

Q. (a) What is the name of pipe between 
pump and main reservoir ? (b) What is the 
pipe called between the two main reservoirs ? 
(c) What is the name of the pipe leading from 
main reservoir to brake valve ? 

A. (a) Discharge pipe. (b) The equalizing 
pipe, (c) The supply pipe. 

Q. Where does the main reservoir pressure 
start and end ? 

A. It starts at the discharge valves in pump 
and ends at engineer's brake valve. 

Q. What main reservoir pressure is usually 
carried ? 

A. From 90 to 130 pouDds, according to 
what service engine is in. 

Q. If the main reservoir was sma^i, which 



72 FOR ENGINEMEN. 



will it effect the most, setting or releasing the 
brakes ? 

A. Releasing the brakes. 

Q. How often should the main reservoir be 
drained ? 

A. At the beginning and end of each trip, or 
at least daily, especially in cold weather. 

Q. How would you test for a main reservoir 
leak ? 

A. Would pump up full pressure, lap the 
brake valve, stop the pump and watch the red 
hand of air gauge. 

Q. What other equipment is operated by main 
reservoir pressure ? 

A. The air signalling system, the straight air 
brake, bell ringers, sanders, cylinder cocks, ash 
pan slides, etc. 

Q. What valve does the main reservoir press- 
ure pass through to get into the brake pipe ? 

A. The engineer's brake valve. 

Q. (a) What is the standard brake pipe 
pressure ? (b) Where does it start and end ? 

A. (a) Seventy pounds, (b) It starts at the 
brake valve and ends at the last angle cock, and 
the plain side of every triple valve piston, that 
is cut in. 

Q. (a) Where does the auxiliary reservoir 
pressure begin ? (b) What is the standard 
auxiliary reservoir pressure ? 



FOR ENGINEMEN. 73 



A. (a) On the slide valve side of the triple 
valve piston, (b) Seventy pounds. 

Q. (a) What is the brake pipe connected to 
under a car or engine ? (b) What else is the 
triple valve connected to ? 

A. (a) The triple valve. (b) The auxiliary 
reservoir, brake cylinder and pressure retaining 
valve. 

Q. (a) Where is the pressure stored that ap- 
plies the automatic brake ? (b) Where does it 
draw its air from, direct ? 

A. (a) In the auxiliary reservoirs, (b) The 
brake pipe. 

Q. (a) How long does it take to charge an 
auxiliary reservoir from zero to 70 pounds ? 
(b) How long from 50 to 70 pounds ? 

A. (a) About 70 seconds. (b) About 35 
seconds. 

Q. (a) What is the difference between main 
reservoir and brake pipe pressure called ? (b) 
Where is it stored ? (c) Does it increase as 
we apply the brake ? 

A. (a) Excess pressure. (b) In the main 
reservoir, (c) Yes, it does. 

Q. (a) With a Westinghouse brake valve, 
what controls the main reservoir pressure? (b) 
What controls the brake pipe pressure? 

A. (a) The pump governor, (b) The feed 
valve attachment. 

Q. With the B or " B-l " or the older style 
New York Brake Valve, what governs the brake 
pipe pressure ? 



74 FOR ENGINEMEN. 



A. The pump governor. 

Q. What regulates the main reservoir press- 
ure with brake valve in running position ? 

A. The excess pressure valve and spring. 

Q. What controls the main reservoir pressure 
while brakes are applied ? 

A. The other regulating top of the pump gov- 
ernor. 

Q. With the '* B " 3, or new Style New York 
Brake Valve, what governs the brake pipe press- 
ure ? 

A. The Duplex pressure controller. 

Q. What regulates the main reservoir press- 
ure ? 

A. The pump governor. 

Q. Some engines are equipped with three 
governor tops. What is the third one for ? 

A. With the triplex governor two tops are 
connected to the brake pipe pressure. One is 
adjusted for 70 pounds pressure ; the other is 
set for a higher brake pipe pressure. The third 
top is connected to the main reservoir and set 
for the desired pressure. There is a cut out 
cock in the pipe leading to the low pressure 
brake pipe governor, which can be closed when 
necessary to carry a higher brake pipe pressure. 
As there is but one main reservoir top, it must 
be readjusted when necessary to change the 
main reservoir pressure. 

Q. How should the New Yo^k Pump governor 
be adjusted when using two tops ? 



FOR ENGINEMEN. 75 

A. The pump should be started with the 
brake valve on lap and adjust the main reser- 
voir top first. Then stop the pump and reduce 
main reservoir pressure to about 60 pounds ; 
place the brake valve in release position, start 
the pump and adjust the brake pipe governor. 

Q. How adjusted when using three tops ? 

A. Adjust the main reservoir top first, with 
the brake valve in lap position. Stop the pump 
and reduce main reservoir pressure to about 
GO pounds. Place the brake valve in release 
position and start the pump and adjust the low 
pressure brake pipe top. Then close the cut 
out cock in the pipe leading to it, and adjust 
the higher brake pipe top. 

Q. If pump should stop with less than stand- 
ard pressure, how could you tell if pump or 
governor was at fault and what would you do ? 

A. Would see if pump was getting steam. If 
not, governor is at fault. If screwing down a 
turn or two on adjusting nut does not allow 
pump to start, would take the regulating part 
off and clean the pin valve of a Westinghouse 
or the diaphragm of a New York. There should 
be no blow of air at the vent port until the gov- 
ernor stops the pump at the desired pressure, 
and if there was a blow, it always indicates 
that the governor has shut off the steam supply 
to the pump. Where there is more than one 
top, the one that is blowing does not always in- 
dicate the one that is operating, as one vent 
port serves for all tops, therefore examine each 
one until the trouble is located. 

Q. (a) How many positions has the engi- 
neer's automatic brake valve ? (h) In what 
position should it be carried with brakes off ? 



76 FOR ENGINEMEN. 



A (a) Five, (b) Running position. 

Q. (a) How long should it be left in full re- 
lease position when releasing brakes on an or- 
dinary passenger train, either a Westinghouse 
or a New York Brake Valve ? (b) How long 
on a freight train ? 

Aj. (a) About four seconds. (b) With a 
Westinghouse valve until the gauge hands had 
settled back together. When they start up, re- 
turn A^alve handle to running position. With a 
New York valve, until just before the pump 
stops. 

Q. What will be the effect if either valve is 
left in release position too long on a passenger 
train before coming to running position with a 
brake pipe not perfectly tight ? 

A. The brake pipe will be overcharged with 
either a Westinghouse or New York B-l " old 
style" valve, and brakes will apply. 

Q. (a) What effect on a long freight train 
with a Westinghouse valve ? (b) What effect 
on a long freight train with a New York valve ? 

A. (a) The freight train would, in time, over- 
charge, (b) No effect except failure to pump 
up the excess pressure as the governor would 
stop the pump at 70 pounds brake pipe pressure. 

Q. Why would we overcharge the short train 
and not the long one with the New York Brake 
valve ? 

A. If, when releasing brakes, the main reser- 
voir and brake pipe pressure equalize above 70 
pounds, due to the short brake pipe, it is over- 
charged, while with a long brake pipe the press- 



FOR ENGINEMEN. 77 



ure equalizes below 70 pounds, due to the larger 
space to fill, and the pump governor will stop 
the pump when the standard brake pipe press- 
ure is pumped up. Therefore, it is a question 
of raising the brake pipe pressure above 70 
pounds on a short train with what pressure 
there was already in the main reservoir. 

Q. (a) What would you do in case you did 
overcharge with train standing ? (b) Whai 
would you do with the train running ? 

A. (a) Would make an application of the 
brakes and draw the pressure down below 70 
pounds, then release and return handle to run- 
ning position before getting 70 pounds, (b) I 
would make an application, if possible, without 
stalling. If not, place handle in release position 
until such time as you can make an application 
and work the pressure down. In stopping with 
the high pressure, care should be taken not to 
apply brakes hard, as wheels may be slid, due 
to the high pressure. 

Q. How long should the brake valve be left 
in release position with a lone engine ? 

A. Only an instant. Return it to running po- 
sition before taking the hand off the handle. 

Q. (a) After brakes are properly released, 
should handle again be placed in release posi- 
tion on a passenger train ? (b) What if a long 
freight train ? 

A. (a) No. (b) When returning handle to 
running position, after waiting a moment, again 
place handle in release position for a second or 
two and then return to running position and 
leave it there until you have occasion to again 
apply the brakes. 



78 FOR EMGINEMEN. 

Q. With the Westinghouse Brake Valve in 
running position, if black hand of gauge regis- 
ters more or less than 70 pounds, what needs 
regulating ? 

A. The feed valve attachment. 

Q. If red hand does not indicate the proper 
excess pressure, how do you proceed to get it 
with a Westinghouse Brake Valve ? 

A. By adjusting the pump governor. 

Q. (a) If pump was working, but did not 
seem to hold the pressure up and the brakes 
commenced to drag, etc., what would you do ? 
(b) What would you look for in very cold wea- 
ther ? 

A. (a) Would lap the brake valve. If red 
hand of gauge goes up, the leak is in the brake 
pipe. If it does not, examine the piping be- 
tween pump, main reservoir and brake valve, 
also see if air is not turned on some of the other 
appliances operated by air. (b) The air strain- 
er on pump frosted over. 

Q In making a terminal test of train how 
could you test the amount of leakage in the 
brake pipe ? 

A. By making an application of the brake, 
which will close communication between the 
brake pipe and the auxiliary reservoirs, and 
noting the fall of the black hand on the gauge 
per minute. 

Q. How do you test for a leak in the signal 
line on the engine ? 

A. By closing the cut out cock in, or next to 



FOR ENGINEMEN. 79 



the reducing valve. A leak will cause the 
whistle to blow. 

Q. (a) How many steam valves in a 9^ inch 
pump ? (b) What comprises the valve motion 
of the New York pump ? 

A. (a) Three, (b) Two plain D slide valves; 
two reversing rods and two reversing plates. 

Q. What are the dimensions of the cylinders 
of a New York No. 5 air pump ? 

A. The two steam cylinders are 8x12 inches. 
The high pressure air cylinder is also 8x12 
inches. The low pressure air cylinder is 12x12 
inches. 

Q. Is this a compound pump in both the 
steam and air end, or in the air end only ? 

A. In the air end only. 

Q. Describe the operation of the air end of 
the pump ? 

A. The large cylinder compresses the air into 
the small cylinder and the small one compresses 
it into the main reservoir. 

Q. What is gained by compounding the air 
end ? 

A. It produces three cylinders of air by using 
two cylinders of steam. 

Q. Describe the operation of the steam end 
of the pump ? 

A. The piston in each steam cylinder operates 
the reversing rod, that moves the slide valve 
for admitting and exhausting steam to and from 
the other cylinder. 



80 FOR ENGINEMEN. 



Q. How is this accomplished ? 

A. By locating the slide valve for the right 
steam cylinder in the valve chamber under the 
left cylinder, and the slide valve for the left 
steam cylinder in the valve chamber under the 
right cylinder, and by crossing tne steam ports 
leading to each end of each cylinder. 

Q. Do both pistons move at the same time ? 

A. No. After one piston makes a stroke, it 
must wait until the other one completes its 
stroke before steam can be admitted to the 
other cylinder. 

Q. What defect in the steam end would 
cause pump to run very slow? 

A. The copper cylinder head gasket leaking 
between the steam ports, allowing live steam to 
leak into the exhaust end of the cylinder. 

Q. What defect in the steam end will stop a 
New York Pump ? 

A. A broken reversing rod or a reversing 
plate loose on the piston, also lack of oil. 

Q. If, when admitting steam to a New York 
Pump, the low pressure piston moves up and 
stops at the upper end of the cylinder and the 
high pressure piston fails to move, where should 
the trouble be looked for ? 

A. In the steam cylinder of the low pressure 
side. The reversing rod is probably broken, or 
the reversing plate is loose on the piston. 

Q. What would be the effect if the reversing 
rod was broken, or the reversing plate loose on 
the high pressure side ? 



FOR ENGINEMEN. 



A. Both pistons would make the up-stroke 
and remain there. 

Q. (a) Which air cylinder of a New York 
Pump requires the most oil ? (b) Why ? 

A. (a) The smaller, or high pressure one. 

(b) On account of the higher pressure and 
temperature which that piston works against. 

Q. What is the cause of the pump not ex- 
hausting square, or working lame ? 

A. A stuck or broken air valve, or if they 
have not the proper lift. 

Q. How would you locate a defective air 
valve in a New York Pump ? 

A. The piston will move quickly toward a 
leaky or broken receiving valve, and away from 
a broken or a leaky discharge valve. If in doubt 
as to which valve is causing the trouble, report 
them all examined. 

Q. (a) How many air valves has a Westing- 
house 9V 2 inch pump? (b) What is their lift? 

(c) How many air valves in a New York No. 5 
Pump? (d) What lift? 

A. (a) Four. (b) 3-32's. (c) Eight. (d) 
3-16's. 

Q. In ease of a broken discharge valve, with 
a Westinghouse 9 V 2 inch pump, or a broken 
low pressure receiving, or intermediate or final 
discharge valve, with a New York No. 5, what 
could be done? 

A. If a Westinghouse 9 V 2 inch pump replace 
the broken valve with the upper receiving valve. 
If a New York i\o. 5 pump, replace with the up- 



82 FOR ENGINEMEN. 



per high-pressure receiving valve, then block 
the passage closed where valve was removed. 

Q. How could you test the air gauge by 
means of the brake valve? 

A. With the brake valve in the release posi- 
tion the main reservoir and brake pipe pressures 
are directly connected. If both gauge hands 
do not indicate the same, one or both hands are 
out. With the New York " B " 3, or new style 
brake valve, test before getting 70 pounds. 

Q. How could you test the signal line press- 
ure ? 

A. Would pump up the pressure, stop the 
pump and open the drain cock on the main res- 
ervoir ; then watch the red hand of gauge. 
When whistle blows, the red hand indicates a 
little less pressure than the signal line is carry- 
ing, as the signal line pressure is then flowing 
back into the reservoir, thus causing a reduc- 
tion of signal line pressure. 

Q. (a) In case the train broke in two, or a 
hose burst, what would you do ? (b) If a 
burst hose, how could you help the trainmen to 
locate it ? 

A. (a) Close the throttle and lap the brake 
valve as soon as discovered. (b) By placing 
brake valve in running position after train 



Q. (a) What is the little reservoir used for 
that is connected to the Westinghouse Brake 
Valve ? (b) What would you do if it got bro- 
ken off ? (c) What is the purpose of the little 
reservoir in the roof of cab connected to the 
New York Brake Valve? (d) What pressure 
charges it ? 



FOR ENGINEMEN. 83 



A. (a) To increase the volume of air over 
the equalizing piston so that the reduction in 
making a service application can be made suffi- 
ciently gradual, (b) Would plug the pipe and 
the angle fitting in brake valve, and then brake 
carefully in the emergency position. (c) It 
holds the air that automatically laps the brake 
valve in making a service application. (d) 
Brake pipe pressure. 

Q. With a New York Brake Valve, if the pipe 
leading to the little reservoir got broken off, 
what would you do ? How would you operate 
the brake valve ? 

A. Would plug the pipe and use valve in ser- 
vice position as before, and lap it by hand when 
gauge shows necessary reduction. 

Q. What would be the effect if they or their 
connections leak with either brake valve ? 

A. The brake would apply harder than in- 
tended in making a service application. 

Q. (a) With a broken br^ke pipe on the 
tender, how could tne train brakes be operated? 
(b) If the brake pipe on the engine was broken, 
can the train brake be operated? (c) How? 

A. (a) By coupling the signal pipe of the 
tender to brake pipe of engine and train. (b) 
In some cases, (c) If the pipe was broken back 
of the connection to the brake valve, plug the 
broken pipe, couple the brake pipe and signal 
pipe together on front end of the engine, and 
the signal pipe of tender to brake pipe of train, 
then cut out the signal reducing valve. 

Q. If,with the Westinghouse Brake Valve in 
release or running position, you got a discharge 



84 FOR ENGINEMEN. 



of air at the angle fitting and the brakes ap- 
plied, would you look for a leak on the engine 
or have trainmen look for it on the train ? 

A. I would look for leak in equalizing reser- 
voir, the connections to it and in pipe to black 
hand of air gauge, as the pressure is reducing 
above the equalizing piston, thus causing the 
train line exhaust valve to open. 

Q. What is the duty of the triple valve ? 

A. To charge the auxiliary reservoir, apply 
and release the brake. 

Q. What are the primary parts of a triple 
valve ? 

A. A piston and slide valve* 

Q. (a) What is the duty of the slide valve? 
(b) The triple piston ? 

A. (a) To open and close the exhaust port 
leading from the brake cylinder to the atmos- 
phere and in conjunction with the graduating 
valve to open' the port leading from the auxili- 
ary reservoir to the brake cylinder. (b) To 
open and close the feed port between the brake 
pipe and auxiliary reservoir and to move the 
slide and graduating valves. 

Q. (a) What pressure always moves the 
triple valve in a position to apply the brakes ? 
(b) What pressure moves the triple valve to 
release the brakes ? 

A. (a) The auxiliary reservoir pressure, (b) 
The brake pipe pressure. 

Q. How is the auxiliary pressure made great- 
er than the brake pipe pressure ? 



FOR ENGINEMEN. 85 



A. By reducing the brake pipe pressure. 

Q. (a) If you reduce the brake pipe pressure 
five pounds, how much pressure will leave the 
auxiliary and go into the brake cylinder ? (b) 
If you reduce ten pounds ? (c) 20 pounds ? 
(d) 30 pounds. (e) Why did no more press- 
ure leave the auxiliary after the 20 pound re- 
duction ? 

A. (a) Five pounds, (b) Ten pounds, (c) 
20 pounds. (d) 20 pounds. (e) Because 
about a 20 pound reduction will equalize the 
pressure between the brake cylinder and the 
auxiliary reservoir. 

Q. (a) How much pressure have you now in 
the auxiliary, brake cylinder and brake pipe ? 
,b) Would a further reduction set the brake 
any harder ? 

A. (a) 50 pounds. (b) Not if the piston 
travel was proper, but on account of long travel 
it is sometimes well to make a 25 pounds re- 
duction. 

Q. What must be done to release the brake ? 

A. Allow the main reservoir pressure to flow 
into the brake pipe and raise the pressure 
above that remaining in the auxiliary reservoir. 

Q. (a) How many ports in the triple valve 
are open when in release position ? (b) Is it 
possible to recharge the auxiliary without en- 
tirely releasing the brakes ? 

A. (a) Two. (b) Yes, if brake has a re- 
taining valve. 

Q. (a) What effect would leaks in the brake 
pipe have when brakes are off ? (b) What ef- 



86 FOR ENGINEMEN. 

feet would they have with brakes applied ? 
(c) What would be the effect of leaks in the 
auxiliary reservoir or connection with brakes 
off ? (d) With brakes applied ? 

A. (a) It would make the pump work unnec- 
essarily, (b) Apply them harder than intend- 
ed, (c) Same as leaks in brake pipe. (d) 
Cause them to release. 

Q. What effect has a leaky graduating valve ? 

A. It will usually release a partly applied 
brake, on account of auxiliary reservoir pres- 
sure leaking into the brake cylinder, and thus 
reducing below the brake-pipe pressure. It 
would have no effect on a full set brake as the 
auxiliary and cylinder .pressure being equal, one 
could not leak into the other. 

Q. What pressure should you have before 
testing brakes ? 

A. Full pressure, if time will permit. At no 
time should this test be made with much less 
than full pressure. With the high speed brake 
full pressure must be had. 

Q. Name the different positions of the brake 
valve ? 

A. Full release, running, lap, service, and 
emergency. 

Q. (a) Does air ever blow out of the brake 
pipe exhaust when, releasing brakes with the 
Westinghouse Brake Valve ? (b) Why ? (c) 
Do you hear it with over four cars ? 

A. (a) Yes, with a lone engine or a very 
short train, (b) because the brake pipe under 
the equalizing piston charges faster than the 



FOR ENGINEMEN. 87 



chamber above, thus raising and opening the 
brake pipe exhaust valve, (c) No, if so, would 
know there was an obstruction in brake pipe, 
or an angle cock closed less than four cars back* 

Q. (a) When applying brakes, can you tell 
about how many cars of air are coupled up ? 
(b) How ? 

A. (a) Yes. (b) By making a certain num- 
ber of pounds reduction each time and noting 
the length of the brake pipe exhaust. 

Q. In applying brakes, if the exhaust at brake 
valve was weak, what does it denote ? 

A. An obstruction, usually ice in the brake 
pipe, or an angle cock nearly closed. 

Q. (a) In double heading, which engineer 
should control the brakes ? (b) What should 
the other engineers do ? (c) Could you tell 
from your cab if they were cut out or not ? 

A. (a) The leading, or head man. (b) Cut 
out their brake valves by closing the cock in the 
brake pipe under the brake valve and place 
brake valve handle in emergency position. If a 
New York B-3 or new style valve, also cut out 
straight air by closing cock in straight air pipe 
leading from the brake valve before placing 
brake valve in emergency position. (c) Yes, 
there would be a continuous exhaust at my 
brake valve when applying brakes. 

Q. What effect would it have if they were not 
cut out when you attempted to apply the 
brakes ? 

A. The other engine would release the brakes 
as fast as the head man applied them. 



88 FOR ENGINEMEN. 

Q. (a) What is a running test ? (b) How 
made ? (c) Should frequent use be made of 
this test with passenger trains? 

A. (a) A test of brakes while running, (b) 
By applying the brakes without closing the 
throttle to see whether and how well the brakes 
take hold, (c) Yes, after leaving the terminal 
station or where engines have been changed, 
and at least one mile before reaching railroad 
crossings, draw bridges, etc., and before going 
down heavy grades. 

Q. (a) In making the second application with 
a passenger train, how would you handle 
the brake valve so the brakes will respond to 
the first reduction of the second application ? 
(b) Why ? 

A. (a) After releasing brakes, would place 
brake valve in lap position. (b) To prevent 
charging the brake pipe above the auxiliary 
reservoir pressure. 

Q. (a) Where does all the air come from 
that goes to the brake cylinder in a service ap- 
plication with either Westinghouse or New 
York triple valves ? (b) Where does it come 
from in an emergency application with Westing- 
house triples ? (c) Where from with New York 
triples ? 

A. (a) The auxiliary reservoir. (b) Auxil- 
iary reservoir and brake pipe, (c) The auxil-. 
iary reservoir. 

Q. (a) Can you get quick action after a par- 
tial service application with Westinghouse trip- 
le valves ? (b) With New York triple valves ? 

A. (a) It depends on the amount of reduc- 



FOR ENGINEMEN. 89 



tion already made in service and the length of 
piston travel. In no case can we get full emer- 
gency after making a service reduction. (b) 
No. After making a service reduction, quick 
action can not take place during the application* 

Q. Why is it dangerous to apply and release 
the brakes repeatedly in making a station stop ? 

A. Because each application decreases the 
auxiliary reservoir pressure and repeated appli- 
cations, without recharging, will reduce the 
pressure so low you will have nothing left to 
stop with. 

Q. (a) What are leakage grooves ? (b) Do 
you have to allow for them in setting the 
brakes ? 

A. (a) They are small grooves three inches 
long,cut in the top or side of the brake cylinder 
at the pressure end. (b) Yes. 

Q. (a) As a rule, how great a brake pipe re- 
duction is necessary to push pistons beyond 
these grooves ? (b) Does a long train require 
more than a short one ? 

A. (a) From five to eight pounds, (b) Yes. 

Q. (a) How do all the angle and cut out 
cock handles stand both in the air brake pnd 
signalling system when open ? (b) When 
closed ? 

A. (a) They are all open when handle is 
crosswise of the pipe, except the angle cock, 
which is parallel with the pipe. (b) When 
closed all are parallel with the pipe, except the 
angle cock, which is crosswise. If handle is 
missing, look at crease in the plug. It is al- 
ways in line with opening through the eock. 



90 FOR ENGINEMEN. 

Q. (a) How do you cut out the brake on an 
engine, tender, cars ? 

A. By turning the handle of cut out cock 
straight with the pipe; the auxiliary reservoir 
should then be bled of all air. 

Q. When you cut off from a double header 
where you have been operating the brake, what 
is your last duty ? 

A. To apply the brakes. This will insure the 
other man cutting in his brake valve. 

Q. When do you consider the most important 
time to look at your air gauge ? 

A. After releasing the brakes, to see if the 
system is recharged again promptly. 

Q. How do you handle the brake valve in 
coupling onto an uncharged train ? 

A. The brake should be applied and released 
a couple of times before coupling on the train, 
to reduce the auxiliary reservoir pressure, and 
leave brake valve on lap until coupled on, then 
put in full release position for a moment, and 
then return to running position. 

Q. (a) In testing brakes, could you tell by 
means of the brake valve, if they went into the 
emergency ? (b) How ? 

A. (a) Yes. (b) By the sudden closing of 
the brake pipe exhaust. 

Q. Should any attention be given the brake 
pipe exhaust when applying brakes ? 

A. Yes, so as to detect any change In length 
of brake pipe that is cut in. 



FOR ENGINEMEN. 91 



Q. (a) Should brakes be leaked on by plac- 
ing valve on lap ? (b) Why ? 

A. (a) No. (b) The brakes will not apply 
uniformly throughout the train and if they ap- 
ply from the rear end first, it may cause the 
train to part. 

Q. (a) Do you know where the emergency 
valve is located on the Wooten type boilers ? 
(b) What is it for ? 

A. (a) Yes. (b) To apply the brakes in 
case of an emergency that the engineer was ig- 
norant of. 

Q. Which cars hold the most when the air 
brake is applied, loads or empties ? 

A. Empties. 

Q. (a) With unequal piston travel, which 
brakes release first, long or short travel, after 
making a ten pound reduction ? (b) Which 
after a 25 pound reduction ? (c) Why ? 

A. (a) They should all release practically 
together, (b) The long travel brakes will re- 
lease first, (c) Referring to the table on piston 
travel, we see that a 13 pound reduction set the 
4 inch travel brake in full and it equalized at 
57 pounds, but the 10 inch travel brake contin- 
ued to apply harder until a 25 pound reduction 
of brake pipe pressure had been made. With 
them both fully applied there is 57 pounds press- 
ure in the auxiliary and cylinder of the 4 
inch travel brake and 47 pounds pressure in the 
10 inch travel brake. To release the brakes,brake 
pipe pressure must be higher than the auxil- 
iary reservoir pressure to force the triple 
pistons to release position and as there is 10 



92 FOR ENGINEMEN. 



pounds less pressure in the long piston travel 
brake to overcome, it will release with 10 
pounds less brake pipe pressure than the short 
travel brake. 

Q. Can you overcharge a train with a New 
York B-l or old style brake valve ? 

A. We can overcharge a short train, but not 
a long freight train, unless, after getting excess 
pressure and again placing brake valve in re- 
lease position. If brake pipe pressure is raised 
above 70 pounds it is overcharged. 





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94 FOR ENGINEMEW 

Q. (a) What is a retaining valve ? (b) 
What is its duty ? (c) With the handle turned 
up, how long does it take to exhaust cylinder 
pressure from 50 to 15 pounds ? 

A. (a) A valve connected to the exhaust 
port of the triple valve, (b) With its handle 
turned up, to restrict the exhaust from brake 
cylinder to a 1-1 6th inch opening, then close 
and retain the last 15 pounds of brake cylinder 
pressure, in order to keep the brakes partly ap- 
plied while the auxiliary reservoirs are re- 
charging on descending grades, (c) From 20 
to 40 seconds, according to the length of the 
piston travel, and size of brake cylinder. 

Q. If a 20 pound reduction sets the brake in 
full without the use of the retaining valve, how 
much of a reduction is necessary to fully apply 
the brake with the valve holding 15 pounds ? 

A. About 15 pounds. 

For further gains due to the use of retainers 
see table below. 









Table. 






(1) 


(2) 


(3) 


(4) 


(5) 


(6) 


(7) 


Piston 
ravel 


Emer- 
gency 


Emergency I^Jf ■ 
with Ret. R f ££ 


5 Lbs. Serv 

Reduc. 

with Ret. 


Full 
Service 


Full Serv. 
with Ret. 


Inches 


Lbs. 


Lbs. 


Lbs. 


Lbs. 


Lbs. 


Lbs. 


4 


62 


65 


23 


59 


57 


61 


5 


61 


63 


19 


55 


55 


59 


6 


59 


63 


13 


51 


53 


58 


7 


58 


62 


11 


43 


52 


57 


8 


57 


62 


10 


38 


50 


56 


9 


56 


61 


8 


35 


48 


55 


10 


55 


61 


— 


32 


46 


54 


11 


55 


60 


— 


30 


45 


53 



The above figures were obtained by taking an 
average of several tests for each condition. 



FOR ENGINEMEN. 95 



Each test was made with the Westinghouse 
equipment with a brake pipe and auxiliary 
pressure of seventy pounds. 

The first column represents the piston travel. 

The second column represents the brake-cyl- 
inder pressure obtained in emergency. 

The third column represents the brake-cylin- 
der pressure obtained in emergency after the 
retainer has been used ; that is, there was al- 
ready a pressure of fifteen pounds in the brake 
cylinder held by the retainer when the emer- 
gency was used. 

The fourth column represents the brake-cyl- 
inder pressure obtained with a five-pound ser- 
vice reduction. 

The fifth column represents the brake-cylin- 
der pressure with a five-pound service reduction 
after once obtaining the use of the air held in 
the cylinder by the use of the retainer. 

The sixth column represents the brake-cylin- 
der pressure obtained with a full service re- 
duction. 

The seventh column represents the brake- 
cylinder pressure obtained with a full service 
reduction after getting the use of the retainer. 

— simply means that the gauge used regis- 
tered no pressure less than five pounds. With 
a 11-inch travel the air is expanded into so 
large a space that a very low pressure is ob- 
tained. 

The table should be read from left to right. 

Q. (a) What position should brake valve be 



96 FOR ENGINEMEN. 

placed in to recharge on a grade ? (b) Will 
the pump work any faster ? (c) Why ? 

A. (a) Full release. (b) Yes. (c) Because 
it will have less main reservoir pressure to 
work against. 

Q. (a) Do you consider it your duty to open 
the angle cock on rear end of tender before 
leaving the roundhouse, especially in coll 
weather ? (b) At what other time should this 
be done while on the road ? 

A. (a) Yes. (b) After taking water, or 
when the engine has been in deep snow. 

Q. What would prevent the charging of an 
auxiliary reservoir ? 

A. Dirty strainers in brake pipe T, or the 
one in the triple valve. Feed ports stopped up, 
or the auxiliary may leak. 

Q. Why is it necessary to have a quick action 
triple cut in and working next to the engine ? 

A. To insure quick action of the brakes on 
the train, if an emergency should arise. 

Q. Why should there not be over two cars 
with brakes cut out, or with plain triples to- 
gether ? 

A. In case of emergency, quick action may 
fail behind the brakes cut out. 

Q. (a) What will be the effect if the vent 
port in pump governor is stopped up ? (b) 
What if waste pipe is frozen or otherwise stop- 
ped up ? 

A. (a) After stopping the pump will be slow 



FOR ENGINEMEN. 97 

in starting, (b) The pump will not stop until 
the air pressure was about equal to boiler pres- 
sure. 

Q. (a) What effect would a leaky pin valve 
have on a Westinghouse Pump governor ? (b) 
What effect if the diaphragm leaked with the 
New York ? 

A. (a) It would cause a constant blow of air 
at vent port, and if it leaked in faster than it 
can escape through the vent port, pressure will 
accumulate on top of the governor piston and 
force it down so as to wholly, or partially, close 
the steam valve. If the steam valve is closed the 
pump will stop. If only partly closed the pump 
will run slower than usual, (b) It would have 
the same effect as the pin valve in the West- 
inghouse. The remedy is, remove the spring 
box and clean the pin valve and seat if the 
Westinghouse, or the diaphragm if a New York, 

Q. Why should the brake pipe pressure be 
just 70 pounds ? 

A. The brake is designed to give the proper 
braking power with 70 pounds' pressure. More 
than this may slide wheels ; less will not give 
the maximum power allowed. 

Q. If you were to pick up several uncharged 
cars, how would you handle the brake valve so 
as to save time ? 

A. By making at least one full application 
and release of the brakes before coupling on to 
the additional cars. 

Q. Explain the defects in a Westinghouse 
Brake Valve that cause a failure to carry ex- 
cess pressure ? 



98 FOR ENGINEMEN. 



A. It may be a leaky rotary valve, the lower 
gasket 32, the supply valve in the feed valve 
attachment, or the gasket between the feed 
valve attachment and the body of the brake 
valve. 

Q. How could a leak in rotary valve, or the 
lower gasket, be distinguished from a leak in 
the feed valve attachment, or the gasket be- 
tween it and the body of the brake valve ? 

A. By placing the valve on lap, which cuts 
out the feed valve attachment. If the black 
hand moves up to the red one, the leak is either 
in the rotary valve or the lower gasket 32. If 
the black hand moves up to the red one in run- 
ning position only, the trouble lies in the feed 
valve attachment ; usually the little supply 
valve needs cleaning. 

Q. If the driver brake applies with the other 
brakes, but gradually leaks off without the 
triple valve popping, what would you report ? 

A. A leak in pipe leading to brake cylinders, 
or bad packing leathers in brake cylinders. 

Q. With the New York, B or B-l old style 
brake valve, if you broke the pipe leading to 
brake pipe governor, what would you do ? 

A. Would plug the pipe and if engine was 
equipped with a triplex governor, would adjust 
the other brake pipe governor top to give the 
proper pressure. If only a duplex governor, 
would adjust the main reservoir governor to 
90 pounds and carry brake valve handle in run- 
ning position as before. The excess pressure 
valve and spring will then regulate the brake 
pipe pressure close to 70 pounds. 



FOR ENGINEMEN, 99 

Q. (a) What would you do with a Westing- 
house single governor ? (b) What if pipe to 
either hand of gauge broke off, with either 
valve ? 

A. (a) Would plug the pipe and regulate the 
main reservoir pressure by pump throttle, (b) 
Would plug the pipe. 

Q. What are the causes of an air pump 
pounding ? 

A. Water in cylinder ; pump loose on brack- 
ets ; worn packing rings in air cylinder, or too 
much lift of air valves ; stuck or broken valves; 
nuts loose on air piston ; or it may not reverse 
in time. 

Q. (a) If, with the Westinghouse Brake 
Valve ,the pump is started with handle in re- 
lease position, how will the gauge hands go ? 
(b) How in running position ? (c) With the 
New York B or B-l or the older style Brake 
Valve, how would the gauge hands go in full 
release? (d) How when in running position? 

A. (a) They will both move up together, un- 
til pump is stopped at whatever pressure the 
governor is set for, usually 100 pounds. (b) 
They will both move up together to 70 pounds, 
when the black one will stop, due to the feed 
valve attacnment closing communication be- 
tween the main reservoir and the brake pipe. 
The red one will continue to rise until the gov- 
ernor stops the pump, (c) They will both move 
up together to 70 pounds, when the governor 
will stop the pump, (d) The red hand will go 
up 20 pounds in advance of, the black one 
due to the excess pressure valve and spring, 
and continue to rise 20 pounds apart until 90 



100 FOR ENGINEMEN. 



pounds is obtained in the main reservoir and 
70 pounds in the brake pipe, when the pump 
will stop, as the governor is operated by brake 
pipe pressure and adjusted for 70 pounds. 

Q. In releasing brakes with the New York 
B-l Brake Valve, main reservoir and brake pipe 
pressures equalized at 60 pounds, if handle is 
then brought to running position, which gauge 
hand will move up first and how far will it go 
before the other one moves ? 

A. The red one. 20 pounds. 

Q. (a) What should be done after coupling 
on to a train ? (b) How can you tell when 
the auxiliaries are charged ? 

A. (a) Charge the brake pipe and auxiliary 
reservoirs. (b) The pump will about stop, or 
lap the brake valve and the black hand will fall 
if auxiliaries are still drawing air from the 
brake pipe. 

Q. (a) What then should be done before 
starting out on the road ? (b) Why necessary 
to make this test ? (c) Should it be made at 
any other time ? (d) Why ? (e) If a pass- 
enger train, what is the signal to apply the 
brakes for test ? (f) Where given from ? (g) 
What is the signal to release them; where given 
from; why should the signal to release be given 
from the rear end ? 

A. (a) The brakes should be tested. (b) 
To know before starting the train that the 
brakes will work properly. (c) Yes, at any 
time the hose has been parted, or any change 
in the make-up of train, except where cars are 
set off from rear end. (d) To prove all neces- 
sary cocks are open. (e) Four blasts of the 



FOR ENGINEMEN. 101 



air signal whistle, (f) Given from the head car. 
(g) Four blasts of the air signal whistle given 
from the rear car. To prove there is communi- 
cation in the signal line throughout the train. 

Q. (a) If the signal line fails to charge, 
where would you first look for the trouble ? 
(b) Where next ? 

A. (a) Would see if the reducing valve was 
cut in. (b) It may be frozen up or choke plug 
in reducing valve stopped up. 

Q. If signal gives a weak blast, what may be 
wrong ? 

A. Usually the bell of the whistle needs ad- 
justing, too low a pressure or dirt in the port 
under the end of signal valve. 

Q. If the signal line was properly charged, 
what would cause it not to respond to a reduc- 
tion in pressure ? 

(a) Usually a baggy diaphragm in signal 
valve, or a hole rotted through it. 

Q. (a) What is the standard signal line 
pressure ? (b) If whistle blows when brake is 
released, what does it indicate ? 

A. (a) ( 40 pounds. (b) Signal line over- 
charged. 

Q. (a) How should sand be used in making 
a stop on a bad rail ? (b) Should engine be 
reversed in making a stop with brakes applied ? 

A. (a) The rail should be sanded before 
brakes are applied hard, (b) No. 

Q. (a) Does a New York auick action trinle 



102 FOR ENGINEMEN. 



valve set the brake any harder in emergency 
than In full service application ? (b) Why ? 

A. (a) ( No. (b) Because all the air that 
goes to the brake cylinders, either in service or 
emergency applications, comes from the auxil- 
iary reservoirs, and all they can do in either 
case is to equalize. 

Q. (a) With a New York brake valve, which 
service notch should be used in making the first 
reduction on trains of three cars or less ? (b) 
With five cars or more, how many notches 
should be used ? (c) If it fails to automatically 
lap, what would you do ? 

A. (a) The first one. (b) Two. (c) Move 
the handle toward lap position to help lap it. 

Q. How do you test for a l^ak that prevents 
the valve from lapping automatically ? 

A. Would test the back cap of brake valve 
and the supplementary reservoir and the piping 
to it with soapy water. If not found, first make 
sure the slide valve is tight by placing handle 
in emergency position to empty the brake pipe; 
then in lap, to empty the little reservoir; then 
in one of the graduating notches to close port 
O; close the cut out cock and watch black hand 
of gauge. If it goes up, slide valve is leaking, 
and the two hands will equalize at main reser- 
voir pressure. If black hand does not raise, 
slide valve is tight. To test for leak by piston, 
which would prevent valve from lapping, place 
valve in emergency position to empty the brake 
pipe, then in second service notch; close the cut 
out cock and watch black hand of gauge. It it 
goes up, there is a leak by the piston and if 
testing with 70 pounds' pressure, black hand 
will only go up to abdut 30 pounds. With the 



FOR ENGINEMEN. 103 

14 B 3 " brake valve, instead of placing brake 
valve in emergency position to empty the brake 
pipe, place it midway between service and 
emergency positions. When testing for leakage 
past the piston, as in emergency position the 
pressure is exhausted from the chamber behind 
the piston, while it is not, with handle midway 
between service and emergency position. After 
exhausting the brake pipe pressure, place han- 
dle in second service notch as with the other 
valves. 

Q. In setting brakes with the New York 
Brake Valve, what would you think if, after 
making first reduction and getting exhaust at 
brake valve, you got no further exhaust in the 
other notches ; if you waited a moment or so 
between the reductions ? 

A. I would consider it was brake pipe leak- 
age that had already leaked the pressure out, 
and if it had already leaked out, I certainly 
could not draw it out with the brake valve. 

Q. What would be the result if excess press- 
ure valve or gasket between it and body of 
brake valve leaked ? 

A. After stopping the pump would not start 
again until both main reservoir and brake pipe 
pressures reduced below the adjustmentof brake 
pipe governor, thus the excess pressure would 
be lost before pump would start again. 

Q. (a) Explain how to oil the main slide 
valve in a New York Brake Valve ? (b) How 
the straight air valve ? 

A. (a) With no air in valve, remove the 
plugs in the cover, place handle of automatic 
valve in full release, oil through back hole, then 1 



104 FOR ENGINEMEN. 



place handle in emergency position and oil 
through front one. (b) Remove the plugs and 
oil through hole nearest the handle, then re- 
verse handle and oil through the other one 
Move the valve to spread the oil. Always use 
valve oil and only a drop or two for each hole. 

Q. (a) How much is the brake pipe press- 
ure reduced if we use all the notches on a New 
York Brake Valve ? (b) Will this fully apply 
the brakes ? 

A. (a) About 23 pounds. (b) Yes. 

Q. If the pump governor became inoperative, 
how would you cut it out of service so pump 
could be regulated by hand ? 

A. By placing a blind gasket in the pipe lead- 
ing to it. 

Q. (a) Speaking generally, what will cause 
brakes to apply ? (b) What will cause them to 
release ? 

A. (a) A reduction of the brake pipe press- 
ure, (b) An increase of the brake pipe press- 
ure. 

Q. What are the essential parts of the 
straight air brake ? 

A. A Brake Valve, Pressure Reducing Valve, 
Double Check Valves and Safety Valves. 

Q. What is the purpose of the reducing valve? 

A. To reduce the main reservoir pressure to 
4 5 pounds, thus regulating the brake cylinder 
pressure to that amount, regardless of piston 
travel. 



FOR ENGINEMEN. 105 



Q. What is the purpose of the safety valves ? 

A. If the reducing valve did not reduce main 
reservoir pressure properly, the safety valves 
should relieve the brake cylinders at 53 pounds. 
It is provided with a lever handle and can be 
used to graduate off, or entirely release the 
straight air or automatic brake at any time 

Q. What is the purpose of the double check 
valves ? 

A. To prevent the brake cylinder pressure 
escaping at the straight air brake valve, when 
the automatic brake is applied, or at the ex- 
haust port of the triple valve when the straight 
air is applied. 

Q. (a) What position should the straight 
air brake valve be carried in when not in use ? 
(b) What position should the automatic brake 
valve be carried in when using the straight air? 

A. (a) Release position. (b) Running po- 
sition. 

Q. What would be the effect of applying the 
straight air and then the automatic ? 

A. It would usually cause the wheels to slide. 

Q. Why will the brake cylinder pressure in- 
crease above 50 pounds if the straight air brake 
is applied and then the automatic applied on 
top of it ? 

A. Because with the auxiliary reservoir 
charged to 70 pounds, it will equalize with an 
empty brake cylinder at about 50 pounds' 
pressure. If the straight air is first applied, 
there is already that pressure in the cylinder 



106 FOR ENGINEMEN. 



and 70 pounds more in the auxiliary reser- 
voir. A light reduction of the automatic would 
cause a portion of the 70 pounds auxiliary 
pressure to go into the brake cylinder and raise 
the pressure there up to about 60 pounds. 

Q. If the straight air brake was applied be- 
fore releasing the automatic, will not the brake 
cylinder pressure increase so high as to slide 
the wheels ? 

A. No. If the automatic brake was fully ap- 
plied, there should be 50 pounds' pressure in 
the brake cylinders. The reducing valve limits 
the straight air pressure to 45 pounds, there- 
fore the pressure is not increased. On the con- 
trary, when the automatic brake is released, as 
soon as the pressure in the brake cylinders and 
in the pipe between the triple valve and the 
double check valve is less than that between the 
straight air brake valve and double check valve, 
the double check valve will move over and stop 
the escape of air through the triple valve, thus 
holding 45 pounds of tne automatic brake cyl- 
inder pressure. If with the automatic brake ap- 
plied the brake cylinder pressure was less than 
45 pounds and the straight air was then ap- 
plied, it wouid build the cylinder pressure up 
to 45 pounds and retain it when the automatic 
brake was released until such time as the 
straight air brake valve was placed in release 
position. 

Q. What defect will cause a blow at the ex- 
haust port of a plain triple valve ? 

A. A leaky slide valve, usually dirt on the 
seat. 

Q. (a) What would cause a blow at the 
triple exhaust with straight air applied ? (b) 



FOR ENGINEMEN. 107 

What would cause a blow at the straight air 
brake valve when the automatic was applied ? 

A. (a) The double check valve leaking on 
the automatic side. (b) The double check 
valve leaking on the straight air side. 

Q. With an engine equipped with straight air, 
if drivers slid when either brake was applied, 
how could you get the brake off the quickest ? 

A. By using the lever safety valve, and plac- 
ing both brake valves in release position. 

Q. (a) When engine is equipped with a truck 
brake, if pipe leading to the brake cylinder 
broke off, how may the other brake cylinders 
be used, how would you arrange to have 
the proper volume of air for the other cylin- 
ders ? (b) What would be the result if you 
did not close this cut out cock ? 

A. (a) By closing the cut out cock in broken 
pipe, also the cock in pipe leading to the auxil- 
iary that supplied the disabled cylinder. (b) 
There would be too great a volume of air for 
the other cylinders and it would be liable to 
slide the wheels. 

Q. What may result if relief port in the bot- 
tom of a Westinghouse High Speed reducing 
Valve got frozen or otherwise stopped up ? 

A. The valve would not operate if there was 
any leakage of air, into the spring box, and 
would result in wheels sliding. 

Q. What is the object of equipping a freight 
engine with a duplex pump governor when 
using the Westinghouse brake valve ? 



108 FOR ENGINEMEN. 

A. To provide a means by which a high main 
reservoir pressure can be obtained with which 
to release and recharge the brakes without it 
being necessary for the pump to work against 
this high pressure, except during the time the 
brakes are applied. 

Q. Of what does the duplex governor con- 
sist ? 

A. Of Two Regulating Tops which operate in 
conjunction with one steam portion of the gov- 
ernor. 

Q. At what pressure should the Tops be ad- 
justed for ? 

A. The low pressure one at 90 pounds and 
the high pressure one at 110 pounds. 

Q. (a) With the brake valve in running 
position, at what main reservoir pressure will 
the pump stop? (b) At what pressure in any 
of the other positions? (c) Why? 

A. (a) 90 pounds. (b) 110 pounds, (c) 
The 90-pound top is connected at the brake 
valve to a port which in running position con- 
tains main reservoir pressure. With the valve 
in this position, the pump, will, therefore, stop- 
at 9 pounds. With the brake valve in the 
other positions, this port contains less 
than main reservoir pressure, therefore the 
governor has not enough pressure to operate it; 
the pump will accordingly run until stopped by 
the other governor top which is connected to 
the main reservoir pressure at all times. 

Q. Should both the vent ports in the gover- 
nor be plugged when using the duplex ? 

A. No. one should be open, the other closed. 



FOR ENGINEMEN. 109 

Q. With the brake valve handle in release 
position, main reservoir and brake pipe press- 
ures equalized, if red hand showed more than 
the black one, where is the trouble ? 

A. The gauge is out of order, as the pressures 
are equal in full release position. This does not 
apply to the New York B-3, or new style Brake 
valve, after the pressure raises above 70 
pounds. 

Q. (a) If you cut out your engine or tender 
brake, should the auxiliary be bled of all air ? 
(b) Why ? 

A. (a) Yes. (b) To prevent it applying due 
to leakage between triple valve and cut out 
cock. 

Q. What may prevent the automatic oil cups 
from feeding the air cylinders of the pump ? 

A. The feed port in center post being stopped 
up. 

Q. How would you test the main slide valve 
for leakage in the New York Brake Valve ? 

A. The pump should be started with brake 
valve in lap position. If black hand rises, the 
slide valve is leaking, or, if the pressure is al- 
ready pumped up, place handle of valve slowly 
into the emergency position. After emptying 
the brake pipe, place handle in lap position to 
empty the supplementLry reservoir, then in one 
of the graduating notches to close port O, and 
close the cut out cock. If the black hand rises, 
the ,slide valve is leaking. 

Q. Some governors have a heavy flow of 
steam from waste pipe at all times. What would 
cause it ? 



110 FOR ENGINEMEN. 



A. The upper seat on steam valve wants 
grinding in. 

Q. (a) In how many positions of the brake 
valve can pressure go from main reservoir to 
the brake pipe? ('b) What are they? 

A. (a) Two. (b) Full release and running 
position. 

Q. (a) What is the duty of the feed valve 
attachment ? (b) What postion does it op- 
erate in ? 

A. (a) In running position of the brake 
valve, to reduce main reservoir pressure down 
to the standard brake pipe pressure, and to au- 
tomatically supply brake pipe leakage, when 
the pressure is less than it is adjusted for. (b) 
Running position. 

Q. Why will the brakes apply, if you leave 
brake valve in release position too long before 
returning it to running position, with leaks in 
the brake pipe ? 

A. By leaving the handle in full release po- 
sition until the brake pipe is charged above 
what the feed valve attachment is adjusted to 
carry, it can not open and supply leakage un- 
til the brake pipe pressure reduces below this 
adjustment ; thus any brake pipe leakage, if 
great enough, will apply brakes. 

Q. How many ports are open in the brake 
valve when on lap ? 

A. They are all closed. 

Q. With the slide valve feed valve and brake 
valve in running position, what may cause the 



FOR ENGINEMEN. Ill 

brake pipe pressure to rise above the standard 
pressure ? 

A. A leaky rotary valve, lower body gasket 32, 
or feed valve case gasket, a leaky slide or regu- 
lating valve, either of the cap nuts leaking, the 
use of heavy oil, or dirt on the feed valve 
piston, or if the spring behind the piston is too 
weak. 

Q. How would you proceed to clean the ex- 
cess pressure valve ? 

A. When there is no main reservoir press- 
ure, remove the cap and clean the valve and 
seat, also the spring with kerosene, wipe dry 
and replace. 

Q. If a continuous, though light blow is 
heard at the exhaust of a New York Brake 
Valve, when handle is in release, running or lap 
position, where would the trouble likely be 
found ? 

A. The vent valve on end of equalizing piston 
being unseated. 

Q. When releasing the brakes after an 
emergency application, they at first release, but 
some of them apply again and the black hand of 
the gauge keeps falling, while the pump works 
hard. On examining the brakes, one is found 
where there was a bad blow at the triple valve 
exhaust, what is the matter ? How would you 
remedy the defect and get all brakes released ? 

A. The emergncy valve in a Westinghouse, or 
the vent valve in a New York Triple Valve is 
stuck open. If jarring the triple did not stop it, 
would cut the brake out, bleed the auxiliary 
and cut it in again quickly. If blow stops would 



112 FOR ENGINEMEN. 



leave it cut in, if not, cut it out and bleed the 
auxiliary. 

Q. (a) In making a service application, 
where do you draw the air from direct with a 
New York Brake Valve ? (b) Where from with 
a Westinghouse ? 

A. (a) The brake pipe, (b) From the equal- 
izing reservoir. 

Q. How would you bleed off a brake ? 

A. By opening the release valve on the auxil- 
iary reservoir quickly, and close as soon as the 
triple valve exhausts. 

Q. (a) In coupling engine to train already 
charged, which angle cock should be opened 
first? (b) Why? 

A. (a) The one on the engine. (b) To 
charge the hose from the engine instead of from 
the train, which will set all brakes in emergen- 
cy if one on car is opened first suddenly. By 
opening one on engine first, the brake on engine 
only is applied. 

Q. How should all stops with freight trains 
be made? 

A. With one application and the brake held 
applied until train has stopped. 

Q. (a) What is an application of the brake? 
(b) What is meant by a reduction ? 

A. (a) From the time the brakes are ap- 
plied until they are released, no matter how 
many reductions are made, is all one applica- 
tion, (b) Each time the brake pipe pressure 
is reduced. 



FOR ENGINEMEN. 113 



Q. (a) How much of a reduction should be 
made for the first in making an ordinary stop ? 
(b) After the first, how heavy should the suc- 
ceeding ones be ? 

A. (a) Not less than 5 pounds. (b) This 
depends on the length of the brake pipe and the 
condition of the brakes. As a rule from 3 to 6 
pounds, being light with a short train and heav- 
ier with a long one. 

Q. (a) Do you consider ONE or TWO appli- 
cation stops the best with a passenger train ? 
(b) Why ? 

A. (a) Two. (b) It insures a greater ac- 
curacy and permits holding the brakes on until 
a full stop without the usual disagreeable lurch. 
To avoid breaking trains in two, brakes should 
not be released on trains of 10 cars or over 
while moving less than 10 miles per hour. 

Q. If a stop is being made with two applica- 
tions of the brake, what will be the effect of 
overcharging the brake pipe when releasing, 
after the first application ? 

A. The brakes will not apply promptly, due 
to the brake pipe being charged higher than 
the auxiliary reservoirs. 

Q. (a) How much pressure is carried in the 
brake pipe and auxiliaries with the high speed 
brake ? (b) How much in the main reservoir? 

A. (a) 110 pounds, (b) 130 pounds. 

Q. (a) How do you change the standard 
brake pressures for the higher pressure with 
the New York Brake Valve ? (b) How with the 
Westinghouse Valve ? 



114 FOR ENGINEMEN. 

A. (a) With the B-l brake valve, if a duplex 
governor is used, both regulating tops must 
be readjusted. If a triplex governor, readjust 
the main reservoir top and close the cut out 
cock in pipe leading to low-pressure brake-pipe 
governor. With the B-2 and B-3 brake valves 
a union three-way cock in the governor pipe is 
used to change the main reservoir pressure, and 
either a three-way, or a four-way cock in pipe 
between the brake valve, and the controller to 
change the brake pipe pressure. The handle of 
the cock always points to the one that is operat- 
ing, (b) By closing the cut-out • cock in gov- 
ernor pipe and turning the handle of the re- 
versing cock around to the right. 

Q. (a) At what pressure should the reduc- 
ing valve or compensating valve be set, on en- 
gine? (b) on tender and cars? 

A. (a) 50 pounds, (b) 60 pounds. 
Q. State the advantages of the high speed 
brake. 

A. In an emergency application, it will stop 
a train in about 30 per cent, less distance than 
the ordinary brake, as the auxiliary and brake 
cylinder pressures will equalize at about 85 
pounds ; also in making service applications 
the brakes may be applied twice in full and still 
have the same pressure for the third application 
as would be had for the first application of the 
ordinary brake. Due to the automatic reducing 
valves it also regulates brake cylinder press- 
ure to 60 pounds, regardless of the piston travel 
in making a full application. 

Q. At what pressure do the auxiliary and 
brake cylinders equalize when the brakes are 
applied in the emergency, using 110 pounds 
pressure ? » 



FOR ENGINEMEN. H5 



A. About 85 pounds. 

Q. What reduces this to 60 pounds, the safe 
pressure for slow speeds ? 

A. The automatic reducing valve with the 
Westinghouse brake , and the compensating 
valve with the New York. 

Q. Explain, in a general way, the operation 
of the automatic reducing valve ? 

A. The valve consists of a piston and stem, 
whose downward movement is regulated by an 
adjusting spring. A slide valve with a trian- 
gular shaped exhaust port is attached to the 
upper side of the piston, -.vhich is always in 
communication with the brake cylinder. In a 
service application, if brake cylinder pressure 
exceeds 60 pounds, it would move the piston 
downwards until the large part of the triangu- 
lar exhaust port was in register with a port 
leading to the atmosphere, and in this position 
it would exhaust brake cylinder pressure about 
as rapidly as it can enter through the 
service port of the triple valve, and thus 
prevent the cylinder pressure raising 
above 60 pounds. In a service applica- 
tion, when the cylinder pressure reduces 
slightly below 60 ponuds, the spring 
under the piston moves it up and the exhaust 
port is closed. In an emergency application, 
the pressure is flashed into the brake cylinder 
so suddenly that it rises to about 85 pounds and 
forces the piston down full stroke, in which po- 
sition the small part of the exhaust port is open 
and a slow discharge of brake cylinder pressure 
takes place, while the speed of the train is high. 
As the pressure reduces, the spring gradually 
moves the piston up and the slide valve opens 
the triangular port wider, which reduces the 



116 FOR ENGINEMEN. 



cylinder pressure faster, until, when the press- 
ure has been reduced to 60 pounds, the exhaust 
port closes and the remainder of the cylinder 
pressure is held until released by the triple 
valve in the usual way. 

Q. Why is a variable brake cylinder pressure 
desired when stopping a train ? 

A. Because the friction between the brake 
shoes and the wheels varies with the speed, it 
being low at high speed and high at low speed, 
while the friction between the wheels and the 
rails remains the same, regardless of the speed. 

Q. Then the braking power is the greatest at 
the beginning of the application, or when the 
speed of the train is high, and the lowest when 
the speed is lowest ? 

A. Yes, and the size and shape of the ex- 
haust port in the reducing valve has been de- 
termined by experiments so as to reduce the 
brake cylinder pressure proportionate to the 
reduction in speed. 

Q. Explain the operations of the compensat- 
ing valve. 

A. In service applications, with all kinds of 
triple valves, it acts as a reducing valve to pre- 
vent the brake cylinder pressure increasing 
above the adjustment of the regulating spring. 
In emergency applications, with all kinds of 
triple valves (except the New YorK Quick Ac- 
tion), the valve gradually reduces the brake 
cylinder pressure from 85 pounds down to that 
at which it is adjusted for. In emergency appli- 
cations, with the New York Quick Ac- 
tion Triple Valves, part of the vented 
brake pipe air passes from the side cap 



FOR EXGINEMEN. 117 



of the triple valve into the spring box 
of the compensating valve and, exerting a 
pressure on the diaphragm in addition to the 
spring, prevents tha valve from opening. After 
a few seconds the pressure of air in the spring 
box has become so reduced by leakage through 
a small hole in the check valve that the brake 
cylinder pressure above the piston is able to 
force the piston down, allowing brake cylinder 
air to escape until the pressure becomes reduced 
to that at which the valve is adjusted when the 
spring moves the piston up and closes the ex- 
haust, retaining the remainder of the brake cyl- 
inder pressure until released by the triple valve 
in the usual way. 

Q. Why is it ealled a compansating valve ? 

A. Becausa in an emergency application it 
varies the time that the full brake cylinder 
pressure is held, according to brake cylinder 
leakage and variation in piston travel and ini- 
tial auxiliary reservoir pressure. The chamber 
under the piston is always charged to the same 
pressure, about 3 5 pounds, so that after an 
emergency application there is an upward force 
of GO pounds' spring pressura, plus 35 pounds' 
air pressure, which equals 95 pounds, total 
force holding the piston up. On the top or the 
brake cylinder side of the piston there is 85 
pounds' pressure with 8 inch piston travel. The 
pressure below the piston must reduce 10 
pounds, requiring about 8 seconds' time, before 
the piston can be forced downwards and allow 
brake cylinder air to escape. "With a piston 
travel longer than 8 inches, equalization takes 
place below 85 pounds, say it equalizes at 80 
pounds. With 95 pounds acting to hold the 
piston up, the air in the chamber under the 
piston will have to reduce 15 pounds before the 



118 FOR ENGINEMEN. 



piston will move down and exhaust brake cyl- 
inder air. The full brake cylinder pressure is 
therefore held for a longer time with long 
piston travel than with short travel. With short- 
er travel than 8 inches, equalization will be 
higher than 85 pounds. If it should equalize at 
88 pounds, the air under the piston Would only 
have to blow down 7 pounds before the piston 
would be forced down, which it would do in 
shorter time than with longer travel. It will 
thus be seen that long travel brakes hold full 
cylinder pressure longer than short travel 
brakes, while short travel brakes hold it for a 
shorter time, thus compensating for the differ- 
ent travel. As brake cylinder leakage reduces 
the cylinder pressure it acts the same as long 
piston travel in lengthening the time full press- 
ure is held in the brake cylinder. 

Q. If a service application were made, reduc- 
ing the brake pipe pressure 15 pounds, then a 
release was made, and then an emergency ap- 
plication was required, what would be the re- 
sult ? 

A. The brake pipe and auxiliary reservoirs 
would still contain 95 pounds' pressure. This 
would equalize in the brake cylinders at about 
73 pounds with 8 inch piston travel and the 
spring box chamber would be charged with the 
vented brake pipe air to about the same press- 
ure as from 110 pounds. The effect, therefore, 
would be to maintain the lower maximum cyl- 
under pressure of 73 pounds for several seconds 
longer than the higher maximum 85 pounds had 
in an emergency application from 110 pounds' 
pressure. 

Q. Why is this ? 



FOR ENGINEMEN. 119 



A. Because the spring box chamber air press- 
ure would have to reduce to a lower point be- 
fore the cylinder pressure on top of the piston 
could force the piston down to open the relief 
ports. 

Q. How should all stops with the high speed 
brake be made ? 

A. With two applications. A heavy initial re- 
duction of from 10 to 15 pounds should be 
made, and followed up, if necessary, with suc- 
ceeding reductions to reduce the speed to about 
15 miles per hour. A release should then be 
made by placing brake valve in release position 
for four seconds, then placed in lap position. A 
light application will then stop the train. On 
trains of less than 10 cars, brakes should be re- 
leased just before stopping. With 10 cars or 
more, brakes should not be released until train 
has stopped. 

Q. If, when making a service application 
with the high speed brake, they applied in un- 
desired quick action, what would you do ? 

A, I would place the brake valve in lap po- 
sition until train stops and then notify the train 
crew, who must locate, if possible, and cut out 
the defective brake. 

Q. If an engine not equipped with the high 
speed brake was to take a train so equipped, 
what siiould be done before cutting off the high 
speed brake engine? 

A. The brake pipe pressure should be re- 
duced to about 60 pounds. The reducing valves 
on engine and train will then reduce the aux- 
iliary and brake cylinder pressure to the same 
amount 



120 FOR ENGINEMEN. 



Q. If a switch engine not equipped with the 
high speed brake was to handle a high speed 
brake train, what should be done ? 

A. The pump governor should be adjusted to 
110 pounds' main ressrvoir pressure and the 
brake valve carried in release position, being 
careful not to make over a 20 -pound reduction 
when applying the brakes. 

Q. How should a water stop be made with a 
freight train ? 

A. It should be made with one application 
and brakes held on until train stops. The brakes 
should then be released and, if necessary, on ac- 
count of grade, hand brakes applied, then en- 
gine cut off. The idea in releasing brakes on 
train before cutting engine off is, that as the 
auxiliaries will not be recharged, the brakes 
can not apply as hard the second time, (which 
they usually will after cutting off due to brake 
pipe leakage). Thus they are more readily re- 
leased when engine re-couples to train. 

Q. (a) If stopped on a grade, would you de- 
pend upon the air brake to hold the train any 
length of time ? (b) Explain why ? 

A. (a) No. (b) When engine is cut off 
from train, hand brakes must be applied to pre- 
vent train from starting in case the air brakes 
leak off. As you have no way of knowing how 
long engine will be away from the train, so 
many things may occur to cause delay. 

Q. How should an air brake freight train be 
handled on descending grades ? 

A. As many retaining valves as necessary 
should be turned up before going over the grade 
and as soon as train is over, a sufficient reduc- 



FOR ENGINEMEN. 121 



tion (from 7 to 10 pounds), should be made to 
insure getting all pistons over the leakage 
grooves. If necessary, follow up with succeed- 
ing reductions to reduce speed so brakes can be 
released to get the usa of retaining valves as 
soon as possible. If engine is equipped with 
straight air, it may be applied just before re- 
leasing the automatic and the automatic valve 
left in full release position while recharging. If 
not necessary to keep straight air applied, it 
should be released after train brake has re- 
leased. With the use of retaining valves, from a 
six to a ten pound reduction will usually control 
the train. After applying the automatic, would 
draw the pressure out of driver braKe cylinders 
with the lever safety valve and allow the tires 
to cool while the train brake is applied. By al- 
ternating the brakes in this way, the driving 
wheel tires will not become overheated. Would 
aim to have the maximum pressure for the 
steepest parts of the grade and recharge in the 
let-ups or on the curves. The air gauge should 
be observed closely and remember that the usu- 
al causes of trains running away are going 
down the grade too fast. There should be an un- 
derstanding with the trainmen, in case all re- 
taining valves are not necessary, that they turn 
down a certain number if Engineer whistles off 
brakes, but they must not turn them down un- 
less he does, while on the grade. If train is 
stopped on the grade, would not try to start un- 
til trainmen have turned as many retainers 
down as necessary, especially if any are turned 
up on empty cars. 

Q. When you make the first reduction after 
going over a hill, if brakes do not seem to take 
hold properly, what would you do ? 

A. Call for brakes before it is too late. 



122 FOR ENGINEMEN. 



Q. (a) How heavy a reduction should be 
made, for the first, on a very steep grade, with 
from 20 to 40 cars? (b) With from 40 to 60 
cars.'' (c) What should be waited for, after 
making the first reduction? (d) How heavy 
should the next reduction be? (e) If black 
hand of guage kept falling, due to brake pipe 
leakage, but train did not slow up, what should 
be cione? 

A. (a) From eight to twelve pounds. (b) 
From ten to fifteen pounds. (c) For the ex- 
haust at brake valve to close, and to determine 
how well brakes were holding; also what brake 
pipe leakage would do. (d) From four to eight 
pounds, according to length of the train. (e) 
Hand brakes must be cabled for, before train 
gets from under control. 

Q. What do you understand causes trains to 
get away on descending grades when being con- 
trolled by air brakes ? 

A. Making too many applications without re- 
charging the auxiliary reservoirs, or allowing 
the pressure to leak away because the train is 
running steadily. Making the first reduction too 
light, and trying to run the hill too fast, espe- 
cially with poor brakes. 

Q. (a) If engine is equipped with straight 
air, how would you operate it on descending 
grades ? (b) How long would you keep it ap- 
plied ? (c) Suppose the tires were heating 
when using the automatic, what would you do ? 

A. (a) Would apply it before releasing the 
automatic. (b) Just while train brake is re- 
leasing, (c) Would draw the pressure out of 
the brake cylinder with lever safety valve. 



FOR ENGINEMEN. 123 



Q. How should all passenger train stops be 
made with 10 cars or more ? 

A. With two applications of the brakes and 
the brake left applied on the second applica- 
tion until train stops. At the first application a 
heavy reduction of from 7 to 12 pounds should 
be made and further lighter reductions, if nec- 
essary, to reduce speed to about 15 miles per 
hour at a convenient place from the stopping 
point, then release all brakes by placing brake 
valve in release position for about four seconds, 
then place in lap position, thus making it pos- 
sible for brakes to apply promptly on the first 
reduction of the second application. To avoid 
breaking trains in two, brakes should not be 
released on passenger or express trains of 10 
cars or over when moving less than 10 miles 
per hour. If rail is bad, or if necessary to use 
sand, it should always be applied before brakes 
are applied hard, and its use continued until 
stop is made. This to avoid wheel sliding. 

Q. (a) If with 10 cars or more, you mis- 
judged and are stopping short of the intended 
place, if going five miles an hour or less, would 
you release the brakes to let the train run up ? 
(b) How long will you wait before trying to 
pull up ? (c) Why is it necessary to wait ? 

A. (a) No. (b) About 10 seconds. (c) It 
will take this time for the pressure to exhaust 
from the large brake cylinders and if throttle is 
opened before brakes are all released, a break 
in two generally follows. 

Q. In making a stop, is it good practice to 
kick off the brakes in stopping short ? 

A. No, as there is no certainty as to how 



124 FOR ENGINEMEN. 

many or which brakes will release. Where part 
do release, it tends to jerk the train and when 
brakes are re-applied, the ones that remained 
on have a tendency to slide their wheels. 

Q. Explain how a service stop should be 
made with a part air freignt train ? 

A. The throttle shouid be closed a sufficient 
distance from the stopping point, and allow 
slack to run in. About a 5-pound reduction 
should then be made and again wait for slack 
to bunch. Then follow up with light reduction 
to bring train to a stop. As a rule brakes should 
be held on until train stops. They should be re- 
leased, however, the instant of stopping, so that 
the brakes on air cars, will not be* rigidly ap- 
plied when the non-air cars run back, due to the 
reaction of the drawbar springs. 

Q. (a) In steadying a train around a curve, 
where should the brake be applied ? (b) Does 
this apply in all cases ? 

A. (a) On the straight line, just before en- 
tering the curve, and released when the speed 
has been sufficiently reduced. (b) No, the 

curve should be taken advantage of to recharge, 
in descending a grade, if necessary. 

Q. (a) In handling a freight train, how 
should the application be made ? (b) If brakes 
are released with train moving, what precaution 
must be taken ? (c) Should brake valve ever 
be moved to release or running position while it 
is exhausting air ? (d) Why ? 

A. (a) Sufficient time should elapse after 
closing the throttle to allow the slack to run in. 
A reduction of from five to eight pounds should 
then be. made. The variation in piston travel, 



FOR ENGINEMEN. 125 



and other conditions, will determine which way 
the slack will run, but eithar way with proper 
reduction, it will take place gradually. With 
trains partly equipped with air brakes the slack 
will bunch. Endeavor to keep it so until train 
is stoppad. Hence the importance of making 
the stop with one application. After making 
the first reduction, brake pipe leakage must be 
taken into consideration and the succeeding re- 
ductions not made too close together, (b) The 
longer the train, the more liable it is to part on 
account of the head brakes releasing first, al- 
lowing slack to run out. Thus the safest way is 
to stop before trying to release the brakes on a 
long train, except that if engine is equipped 
with straight air and this brake is applied, the 
train brake may be released under ordinary con- 
ditions. However, the engine brake can not in 
all cases hold the slack. After releasing, steam 
should not be used until brakes have had plenty 
of time to release and the slack in train has all 
adjusted itself, then the throttle should be open- 
ed carefully, (c) No. (d) The head brakes 
would be releasing while the rear ones would 
still be applying. This is liable to part the train 
in several places. Always wait until exhaust at 
brake valve closes before releasing brakes. 

Q. In backing a freight train that is only 
partly equipped with air brakes, how should 
brakes be applied ? 

A. Hand brakes should be applied on the rear 
end to hold the slack bunched; then the air 
brake applied carefully to stop the train, if de- 
sired. 

Q. (a) If you knew you were sliding wheels 
in making a stop, what would you do ? (b) 
How would you prevent it at the next stop ? 



126 FOR EMGIXEMEN. 



(c) If wheels were sliding would sand start 
them rotating again ".' 

A. (a) If possible, the brakes should be re- 
leased, and before re-applying sand should be 
used. (b) Let the sand run before applying 
the brakes and continue to use it until stop is 
made, (c) No, and sliding on sand would cut 
them badly. 

Q. (a) Suppose you had made a full appli- 
cation and were running by, should sand be 
used ? (b) How about it if an emergency 
arose ? 

A. (a) No. (b) If life or property was in 
danger would use it, although it would be very 
liable to cause some badly slid wheels. 

Q. (a) In case of an emergency, how should 
the brake valve be handled ? (b) If you had 
the brake already applied in service, would you 
go to emergency ? 

A. (a) It should be placed in the emergency 
position as quickly as possible and left there 
until the train stops. The necessity of acting 
promptly in this case is emphasized by the fact 
that when running 60 miles per uour you are 
covering 88 feet per second, (b) Yes. 

Q. (a) In case brakes are applied suddenly 
from the train, what would you do ? (b) Why 
is this done ? 

A. (a) Would place the brake valve in lap 
position, (b) To prevent releasing the brakes 
and to maintain the main reservoir pressure. 

Q. (a) In case a train breaks-in-two between 
air brake cars, what would you do ? (b)Why 
not try to pull out of the way ? (c) After 
coupling up, if the rear brakes failed to release 



FOR ENGINEMEN. 127 



in any number, would it be advisable to bleed 
them off ? 

A. (a) Close the throttle and lap the brake 
valve as quickly as discovered. (b) Usually 
you could not get a safe distance away and a 
short distance would only increase the shock, if 
they did come together. (c) No. You would 
not know that you have communication through- 
out the train. 

Q. (a) What should you do to release them? 
(b) Why not pump them off ? 

A. (a) If, when brake valve is placed in re- 
lease position, the brakes do not release, would 
lap the brake valve and get full excess pressure, 
and again place brake valve in release position. 
This should release them, if they are cut in. 
(b) The slow rise of brake pipe pressure may 
fail to release some of the brakes, especially if 
any of the triple valves have worn piston pack- 
ing rings. 

Q. Is it necessary to make a test of the brakes 
after a train has been parted ? 

A. Yes, in all cases, to prove that all the nec- 
essary cocks have been opened. 

Q. How would you release the brakes on a 
freight train, if engine was equipped with the 
straight air brake ? 

A. The straight air brake should be applied 
before placing the handle of the automatic 
brake valve in release position, and left ap- 
plied until train brakes have all released. It 
should then be gradually released and slack al- 
lowed to run out before using steam. 

Q. With the straight air applied, what might 



128 FOR ENGINEMEN. 

prevent it releasing when straight air valve is 
placed in release position ? 

A. A light application of the automatic brake, 
which has reversed the double check valve. 

Q. What might cause the automatic brake to 
apply in this way ? 

A. It may be caused by a leak from an over- 
charged brake pipe, or if no excess pressure is 
carried, the main reservoir and brake pipe pres- 
sures being equal,when the straight air brake is 
applied, it reduces the main reservoir pressure 
below the brake pipe; the brake pipe pressure 
then being the greater, flows back into the main 
reservoir, thus reducing the orake pipe pressure 
be'iow the auxiliary reservoir pressure, which 
causes the triple, valve to move to service posi- 
tion. Now as the double check valve is seated 
toward the triple valve, the air that goes from 
the auxiliary reservoir through the triple valve 
only has to fill up the pipe between the double 
check valve and the triple valve. If only a lit- 
tle air goes in, it builds up fast in pressure, due 
to the small sp'ace it occupies. Therefore, sup- 
posing the straight air brake was applied in 
full, the double checK valve would be held over 
toward the triple valve with 4 5 pounds pres- 
sure. Now supposing there were 25 pounds 
pressure on the other side of the check valve, 
either leaked in by the double check valve, with 
the triple valve in lap position, so it could not 
escape, or put in by the triple valve. When the 
straight air brake was released and the pressure 
fell below the 25 pounds pressure entrapped 
between the triple valve and the double check 
valve, the latter would move over and close the 
communication from the brake cylinders to the 
straight air brake valve. To release the brakes 
under these conditions, make an application 
and release of the automatic Drake. 



FOR ENGINEMEN. 129 



Lubricants. 

Q. What lubricants should be used on the 
different air brake parts ? 

A. Steam cylinder of pump ...... Valve Oil. 

Air cylinder of pump . . ^ Valve Oil. 

Swab on piston rod Valve Oil. 

Brake valve . . . High Grade Machine Oil. 
Triple valves and high speed reducing 

valves . . . .High Grade Mineral Oil. 
Brake cylinders. .. .A light grease that 
will not flow in summer or become 
thick in winter. 



130: FOR ENGINEMEN. 



The New York Duplex Straight Air 
and Automatic Brake. 

This brake was designed for locomotives em- 
ployed almost exclusively in switching service, 
but which at times may be required to charge 
up or operate the automatic train brakes. 

It consists of an Air Pump, to compress the 
air; a Main Reservoir in which the air is stored; 
a Pump Governor to control the pump, thus 
regulating the main reservoir pressure. 

A Duplex Straight Air and Automatic Brake 
Valve, which is so designed that the straight 
air on the locomotive and the automatic on the 
train applies simultaneously with the same 
movement of the brake valve handle, either in 
a service or emergency application, and also 
releases them when the handle is placed in the 
release position. 

A Duplex Pressure Controller, which regu- 
lates the locomotive brake cylinder pressure to 
50 pounds and the automatic brake pipe press- 
ure to 70 pounds. 

A Safety Valve with a lever release, a Duplex 
Air Gauge, the red hand indicating the main 
reservoir pressure, the black hand the brake 
cylinder pressure, (except when operating train 



FOR ENGINEMEN. 131 



brakes the Y cock, should be opened connect- 
ing the black hand of the gauge with the auto- 
matic brake pipe pressure), Brake Cylinders, 
Piping, Angle and Cut Out Cocks. 

MANIPULATION. 

When using locomotive brakes only, close 
the cut out cock in automatic brake pipe under 
the brake valve, and turn the Y cock handle to 
connect black hand of gauge with the brake 
cylinders. 

When operating the automatic brakes on a 
train and the straight air brake on the engine, 
open both cut out cocks below the brake valve 
and turn the Y cock to connect the black hand 
of gauge with the automatic brake pipe, and 
open the Vi inch cut out cock in pipe leading 
to the automatic brake pipe top of the duplex 
pressure controller. 

To release engine and tender brakes, and 
not the train brakes, use lever safety valve, or 
close cut out cock in automatic brake pipe, and 
release with brake valve. 

The engine and tender brakes can be cut out 
by closing the cock in the straight air pipe un- 
der the brake valve. This cock may be used to 
hold engine and tender brakes applied, if de- 
sired, when releasing the train brake at slow 
speeds. The tender brake may be cut out by 
closing cock in pipe leading to the brake cyl- 
inder. 

To admit full main reservoir pressure to the 
automatic brake pipe for quick re-charging, 
close the fl A inch cock in pipe leading to duplex 
pressure controller, thus cutting it out. Ordi- 
narily this cock should be left open. 



132 FOR ENGINEMEN. 

The Duplex Pressure Controller acts as a feed 
valve to regulate the automatic brake pipe 
pressure to 70 pounds, when the handle of the 
brake valve is in release position, and also pre- 
vents over 50 pounds pressure going to locomo- 
tive brake cylinders, when brakes are applied. 
It may be cut out of service, if desired, by 
screwing up on the hand wheel. 

Q„ If an engine with this equipment was to 
handle a high speed brake train, what should 
be done ? 

A. The pump governor must be adjusted for 
110 pounds' main reservoir pressure, and the 
cock closed in pipe leading to duplex pressure 
. controller. This will allow full main reservoir 
pressure of 110 pounds in the brake pipe. After 
cutting off from the high speed brake train, 
open the cock in controller pipe and readjust 
the pump governor to 100 pounds. 



FOR ENGINEMEN. 133 



Westinghouse E. T. Locomotive Brake 
Equipment. 

Q. What does the symbol " E. T." designate? 

A. It designates the Westinghouse new en- 
gine and tender brake equipment, the letters 
" E. T." meaning " engine" and " tender." 

Q. What are the essential parts of this equip- 
ment ? 

A. An Air Pump to compress the air, the 
Main Reservoir in which the compressed air is 
stored, a Distributing valve and small double 
chamber reservoir attached to it, placed on the 
engine to admit and exhaust air from the brake 
cylinders on the engine and tender, both in au- 
tomatic and in independent applications, and 
to maintain the desired cylinder pressure, re- 
gardless of cylinder leakage or variation in 
piston travel. It also performs the function of 
triple valves, auxiliary reservoirs, double check 
valves and high speed reducing valves. 

Two Brake Valves, the Automatic to opsrate 
locomotive and train brakes, and the Independ- 
ent to operate locomotive brakes only. 

A Duplex Pump Governor which automati- 



134 FOR ENGINEMEN. 



cally shuts off the supply of steam to the pump 
when the desired air pressure is obtained in the 
main reservoir, frnd which allows steam ,to 
again reach the pump when the air pressure 
falls below this amount. 

A Feed Valve to regulate the brake pipe 
pressure when the automatic brake valve 
handle is in either running or holding position. 

A Reducing Valve to reduce the main reser- 
voir pressure for the Independent Brake Valve, 
and for the air signaling system, when used. 

Two Duplex Air Gauges; one, to indicate 
equalizing reservoir and main reservoir pres- 
sures; the other, to indicate brake pipe and 
brake cylinder pressures. 

Brake Cylinders, Cut-Out Cocks, Air Strain- 
ers, Piping, Hose, Couplings, etc. 

Q. Why are stop cocks located in the pipes 
leading to brake cylinders ? 

A. To cut out any one or all of the brakes 
for any cause. 

Q. What is the Standard Brake Pipe pressure 
carried with this equipment ? 

A. 70 pounds for the ordinary brake, and 
-110 pounds for the high speed brake. 

Q. What main reservoir pressure is carried 
with this equipment ? 

A. About 20 pounds higher than the brake 
pipe pressure until the automatic brake is ap- 
plied. Then the main reservoir pressure should 
increase up to 130 pounds. 

Q. What regulates the brake pipe pressure 



FOR ENGINEMEN. 135 

when the automatic brake valve handle is in 
running or holding position ? 

A. The feed valve located in the pipe be- 
tween the main reservoir and the automatic 
brake valve. 

Q. How are the pump governors regulated ? 

A. With the automatic brake valve in run- 
ning position, the shortest top should be adjust- 
ed to give 20 pounds of excess pressure in the 
main reservoir. The automatic brake should 
then be applied and the other top adjusted for 
130 pounds main reservoir pressure. 

Q. In what way does the pump governor used 
with this equipment differ from that used with 
the old brake valve ? 

A. In that it automatically adjusts the ex- 
cess pressure whenever the feed valve adjust- 
ment is changed from one brake pipe pressure 
to another. 

Q. How is the feed valve adjusted for either 
70 or 110 pounds brake pipe pressure ? 

A. By turning the handle one way until the 
lug strikes the lower stop. The valve will reg- 
ulate the brake pipe pressure to 70 pounds and 
by turning it the other way, until the lug 
strikes the . upper stop, it will regulate the 
brake pipe pressure to 110 pounds. 

Q. If desired to carry any other pressure, 
what must be done ? 

A. The position of the stops must be 
changed. 

Q. What are the plugs for in the caps of both 
brake valves ? 



136 FOR ENGINEMEN. 



A. To oil the rotary valves. When there is 
no pressure in the valves, remove the plugs and 
fill with valve oil. 

Q. (a) How many positions has the new 
Westinghouse H 5 or H 6 Automatic Brake 
Valves? (b) Name them? 

A. (a) Six. (b) Release, Running, Holding, 
Lap, Service and Emergency. 

Q. Describe the purpose of the different po- 
sitions ? 

A. Release position is for releasing and re- 
charging the train brakes by opening a large 
and direct passage from the main reservoir to 
the brake pipe, but not releasing the locomotive 
brakes, if they were applied. 

Running position is the proper one to carry 
handle in when the brakes are charged and 
ready for use, and to release the locomotive 
brakes. 

Holding position is for holding the locomo- 
tive brakes applied, the same as in release po- 
sition, while the train brake recharges. The 
only difference between running and holding 
position is that in holding position the locomo- 
tive brake is held applied, while in running 
position it is released. 

Lap position is for holding the brakes ap- 
plied after a service application, or if a conduc- 
tor's valve was opened, a break-in-two, or a 
hose burst ; also for all engines in a train that 
are not controlling the brakes, if an H 5 Brake 
Valve. 

Service position is for making all ordinary 



FOR ENGINEMEN. 137 



stops, or when the brakes are to be applied 
gradually. 

Emergency position is used when it is de- 
sired to apply the brakes as hard and as quick- 
ly as possible. 

All pipes between the brake valve and the 
distributing valve must be positively air tight. 

Q. As there are no auxiliary reservoirs used 
with the " E. T." equipment, where is the air 
taken from to apply the brakes ? 

A. From the main reservoir, in either auto- 
matic or an independent application. 

Q. In double heading, in order to give con- 
trol of the brakes to the leading engineer, what 
should the second engineer do ? 

A. The cut out cock under the automatic 
brake valve must be closed and the handle of 
the automatic valve placed in lap position, if the 
No. 5 equipment, or running position if the 
No. 6. 

Q. If the brakes were applied from the lead 
engine, can the second engineer release his en- 
gine brakes ? 

A. Yes, by placing his independent brake 
valve in release position. He could also re- 
apply them if desired. 

Q. (a) After making an application of the 
automatic brake, can the locomotive brake be 
released and re-applied with the independent 
brake valve ? (b) How ? 

A. (a) Yes. (b) The locomotive brake may 



138 FOR ENGIKEMEN. 

be released by placing the independent brake 
valve in release position, and re-applied again 
by placing it in the service position, and admit- 
ting the desired pressure. 

Q. As the air is taken from the main reser- 
voir for applying the locomotive brakes, how 
could they be operated on the second engine in 
case the air pump was disabled ? 

With the No. 6 equipment pressure can be 
supplied to the main reservoir from the brake 
pipe, by oipening cut out cock in the by-pass 
pipe in under the double heading cock. Be- 
tween the Drake pipe and main reservoir the 
by-pass contains a combined strainer, check 
valve and choke fitting. When the cut out cock 
is opened the choke restricts the flow of pres- 
sure from the brake pipe to the main reservoir, 
and the check valve prevents the main reservoir 
pressure from flowing back to the brake pipe, 
when a reduction is made in applying brakes. 

With the No. 5 equipment the main reservoir 
may be supplied while the train is at rest, by 
placing the automatic brake valve in release 
position, and opening the cut out cock . under 
the brake valve. Before starting the train this 
cock must be closed, and the brake valve placed 
in lap position if the No. 5 equipment; running 
position if the No. 6. 

MANIPULATION. 

When not in use carry both brake valves in 
running position. 

To apply the brakes on engine and train, 
place the handle of the automatic brake valve 
in the service position, making the required 



FOR ENGINEMEN. 139 

brake pipe reduction, and then back to lap po- 
sition. 

To release the train brakes, place the handle 
in release position long enough to release the 
train brake, being careful not to overcharge 
the brake pipe ; then move it to holding posi- 
tion, gradually releasing the locomotive brakes 
by short, successive movements, between run- 
ning and holding positions, aiming to have the 
locomotive brakes off as the train stops. 

If a full stop is not desired, release the train 
brakes in release position, and, after the slack 
in train has adjusted itself, move the handle to 
running position to release the locomotive 
brakes. 

To make a smooth and accurate two-applica- 
tiOn passenger train stop, make the first appli- 
cation a heavy one. When the speed has re- 
duced to about fifteen miles an hour at a con- 
venient distance from the stopping point, re- 
lease train brakes by placing valve in release 
position, then pause a second or two in running 
position to reduce locomotive brake cylinder 
pressure, then lap the valve, as with the ordin- 
ary brake vaive, making the second application 
after, as conditions require. 

When using the independent brake valve 
carry the automatic one in running position. 
The independent application can then be re- 
leased by placing the independent brake valve 
in running position. 

The release position of the independent valve 
is for use when the automatic brake valve is not 
in running position. 

If an emergency should arise while the inde- 



140 FOR ENGINEMEK. 



pendent brake is applied, apply the automatic 
brake instantly. The safety valves should re- 
strict the brake cylinder pressure to the proper 
amount. 

In descending grades the brake on the loco- 
motive must be alternated to prevent over-heat- 
ing the driving wheel tires, and to assist the 
retaining valves in holding the train while re- 
charging the auxiliary reservoirs on the train. 

This can be done by keeping the engine 
brakes released by use of the independent 
brake valve while train brakes are applied, and 
applying engine brakes just before releasing 
train brakes and then releasing engine brakes 
before re-applying train brakes, after they are 
re-charged. 

After all brakes are applied automatically. 
to graduate off, or entirely release the locomo- 
tive brakes, use release position of the inde- 
pendent brake valve. 

The release position of this valve will release 
the locomotive brakes at any time. 

The brake cylinder gauge should be observed 
closely, as it indicates at all times the brake 
cylinder pressure. 

In case of a bursted hose, a break-in-two or a 
conductor's valve opened, place the handle of 
the automatic valve in lap position. 

When there are two or more engines ,in a 
train turn tne cut out cock m the brake pipe 
under the automatic brake valve to close the 
brake pipe, and the automatic brake valve 
handle should be placed in lap position if the 
H-5 Brake Valve, running .position if the H-C, 



FOR ENGINEMEN. 141* 



on all engines, except the one that is operating 
the brakes. 

If an emergency should arise, place the 
handle of the automatic brake valve in the 
emergency position and leave it there until the 
train stops. 

Q. Why is the independent brake valve nec- 
essary ? 

A. If desired, the locomotive brakes can be 
operated at any time, independently of the au- 
tomatic brakes. 

Q. (a) How many positions has the inde- 
pendent brake valve ? (b) Name them ? 

A. (a) Four, (b) Release, Running, Lap 
and Service positions. 

Q. Describe the use of the different posi- 
tions ? 

A. Release position is for releasing the loco- 
motive brakes , regardless of the position of the 
automatic brake valve. A spring automatically 
returns the handle from release to running po- 
sition, as otherwise it would be impossible to 
operate the locomotive brakes with the auto- 
matic brake valve. 

Running position is for carrying the handle 
in when the valve is not in use, also to release 
the locomotive brakes, if the automatic brake 
valve is in running position. It is necessary for 

it to be in this position for the locomotive 
brakes to release when the handle of the auto- 
matic brake valve is placed in running position. 



142 FOR ENGINEMEN. 



Lap position is for holding the independent 
brakes applied, all ports being closed. 

Service position is for applying the locomo- 
tive brakes independently. 

Q. What is the maximum cylinder pressure 
obtained with the indepandent brake valve ? 

A. 45 pounds. 

Q. What regulates the cylinder pressure to 
this amount ? 

A. The automatic pressure reducing valve, 
located in the pipe between the main reservoir 
and the brake valve. 

Q. When is it necessary to use the release 
position of the independent brake valve in or- 
der to release the locomotive brakes ? 

A. Only when the automatic brake valve is 
not in running position. 



FOR TRAINMEN. 143 



For Trainmen/ 

Q. Why should we begin at the rear end of 
train to get the air brakes ready ? 

A. To prevent the brakes applying on the 
cars that are charged each time an angle cock 
is opened ; also an angle cock may be opened 
allowing all brake pressure to escape. 

Q. Commencing at the rear, how do we pro- 
ceed to get the air brakes ready ? 

A. By closing the rear angle cock, cutting 
in all brakes that are in good working order, 
cutting out and carding all those that are 
not, observing that the release valves are 
iclosed, the pressure retaining valve handles 
turned down, (unless they are to be tested, 
then they should be turned up) and unless re- 
quired account of grade hand brakes released, 
the hose coupling gaskets examined to see if 
they will make tight joints, the hose coupled 
and the angle cocks opened. 

Q. What should be done before coupling the 
hose between engine and train ? 

A. The brake pipe on the engine should be 
blown out. 



144 FOR TRAINMEN. 



Q. What should be done before turning the 
air into the train ? 

A. The slack should be stretched to see if all 
couplings are made, also to locate any leakage 
due to a short hose, after the air is turned in. 

Q. While the train is being charged, what 
should be done ? 

A. The brakes should be inspected and all 
leakage stopped. 

Q. (a) When coupling engine onto cars al- 
ready charged, which angle cock should be 
opened first ? (b) Why ? 

A. (a) The one on the engine, (b) So as 
to fill the empty hose from the engine and thus 
prevent the train brakes applying in the emer- 
gency, which they will do if the angle cock on 
the car is opened first suddenly. 

Q. When coupling an uncharged car to others 
already charged, how should the angle cocks 
be opened ? 

A. The one on the uncharged car should be 
opened first so the empty hose and brake pipe 
will be connected, then open the one on the 
charged car slowly. 

Q. Why is it necessary to test the brakes be- 
fore leaving a terminal ? 

A. To know before starting the train that 
the brakes will apply and release properly, and 
not go into undesired quick action and also 
that the piston travel is correct. 

: Q. (a) At what other times should the 
brakes be tested ? (b) Why ? 



FOR TRAINMEN. 145 



A. (a) At any time there has been any 
change in the make up of the train, except 
where cars have been set off from the rear end, 
also at any time the hose has been uncoupled, 
(b) To prove that all necessary angle cocks 
have been opened. 

Q. If an angle cock was only partly open 
how would it affect the operation of the brakes? 

A. They would apply in a service applica- 
tion behind the partly closed cock, but would 
be slow in releasing. The reduction of brake 
pipe pressure being so gradual, quick action 
would fail, if an emergency should arise. 

Q. (a) Can a train be made up so it will be 
impossible to get quick action from the brake 
valve ? (b) How ? 

A. (a) Yes. (b) By having too many 
brakes cut out next to the engine. The head 
car should have a quick action triple cut in and 
working, and there should not be over two cars 
with brakes cut out, or cars equipped with plain 
triple valves together in the train. 

Q. (a) What would cause the brakes to ap- 
ply quick action when only a service reduction 
was made ? (b) How may the defective brake 
be located ? (c) What should be done when 
it is found ? 

A. (a) It is generally caused by a defective 
triple valve usually one that Is simply dirty and 
sticky, (b) The Engineer should be asked how 
heavy a reduction was made before the brakes 
applied quick action. If he says 8 or 10 pounds 
have him make a 5-pound reduction and look 
for one that has not applied. If one is found 
cut it out, and have him make a second redud- 



146 FOR TRAINMEN. 



tion. If they now work all right the one cut 
out, must be the one causing the trouble; to 
prove it cut it in, release, recharge and have 
them applied again; if it does not move on first 
reduction and goes on in the emergency on the 
second it is surely the one. If quick action is ob- 
tained with the first reduction, say of 5 ponuds, 
close any angle cock in the middle of the train ; 
if they still apply in quick action the trouble 
is in first half of train, if not it is in the rear 
part ; divide up again the half trouble is on un- 
til the defective one is located, (c) It should 
be cut out, the auxiliary reservoir bled of all 
air and a defect card applied. 

Q. Within what limits should the piston 
travel be maintained ? 

A. Between 6 and 8 inches. 

Q. If the piston travel is too long or too 
short what effect does it have on the holding 
power of the brake ? 

A. See table on piston travel on page 93. 

Q. What would prevent the charging of an 
auxiliary reservoir. 

A. Dirty strainers,either at T in cross over 
pipe, or the one in the triple valve, the feed 
port in triple valve may be stopped up, or the 
auxiliary reservoir may leak. 

Q. Where would you look for the trouble if 
a brake applied properly but would not release? 

A. The pressure retaining valve may be 
turned up, the push rod bound in the piston 
sleeve, or the sleeve bound in the cylinder head, 
levers or rods may catch on something under 
the car or the hand brake may be applied. 



FOR TRAINMEN. 147 

Q (a) What is the retaining valve connected 
to ? (b) If broken off should the pipe be 
plugged ? Why ? (c) If broken off will the 
brake apply and release properly ? 

A. (a) The exhaust port of the triple valve, 
(b) No, after the brake was applied it could 
not release, (e) Yes. 

Q. How are retaining valves tested ? 

A. The handles should be turned up either 
before or after the brakes are applied. The 
brakes should then be released and after air 
ceases to discharge from the retainer the handle 
should be turned down ; if a blow accompanies 
the turning down of the handle it is working 
properly, if not it has leaked off. 

Q. When using retaining valves what may 
be the result if the 1-1 6th inch exnaust port in 
the bottom was stopped up ? 

A. It would retain all brake cylinder press- 
ure when the brake was released and be liable 
to overheat the wheels and cause them to break. 

Q. There is a large three position retaining 
valve used on some heavy cars, how does it op- 
erate ? 

A. When the handle points downward all 
brake cylinder pressure escapes freely to tha 
atmosphere ; when the handle is turned half 
way up, it retains 50 pounds' pressure in the 
cylinder when the brake is released ; when the 
handle is turned horizontal it retains 25 
pounds. 

Q. Will a retainer hold more pressure on a 
long or a short piston travel brake ? 



148 FOR TRAINMEN. 

A. It holds the same amount of pressure in 
either case the volume of air is greater on the 
long travel brake. 

Q. (a) At which end of the train should 
the retainers be turned up from ? (b) Which 
end in turning them down ? (c) Why should 
they be turned down from the rear end ? 

A. (a) The head end. (b) The rear end. (c) 
To prevent the slack running out of the train 
which may result in a break-in-two. 

Q. What would be the effect of starting a 
train with the retainers holding, especially on 
empty cars ? 

A. It would be liable to slide the wheels. 

Q. (a) How should the angle cock handles 
stand when open ? (b) How does the cut out 
cock handle stand when open ? 

A. (a) In line with pipe, (b) Crosswise to 
the pipe. 

Q. If the handle was missing or possibly put 
on wrong how could you tell if cock was open 
or closed ? 

A. A crease in the top of the plug is always 
in line with the opening through the cock. 

Q. (a) On a passenger train where should 
the signal be given from to apply the brakes ? 
Why ? (b) Where given from to release 
them ? Why ? 

A. (a) From the head car, so as to hear if 
the whistle on the engine blows, also to com- 
municate with the engineer if necessary. (b) 



FOR TRAINMEN. 149 



From the rear end, to prove there is com- 
munication in the signal line throughout the 
train. 

Q. What is the signal for applying or releas- 
ing the brakes ? 

A. Four blasts of the air signal whistle. 

Q. How should the signal cord be pulled to 
transmit proper signals to the engine ? 

A. It should be pulled directly down, for 
one second and ahow three seconds to elapse 
between each pull. 

Q. What would prevent the signal respond- 
ing from one car and operate from all others ? 

A. The cut out cock being closed under the 
car discharge valve, a dirty strainer in the T 
where the branch pipes joins the main signal 
pipe, or the car discharge valve may not open 
a sufficient amount to cause a sudden enough 
reduction in signal line pressure. 

Q. If on a passenger train the Engineer 
whistles for brakes, what must be done ? 

A. The Conductor and each trainman should 
open a Conductor's Valve first, and then apply 
the hand brakes. 

Q. In the event oi a burst hose on a passen- 
ger train and there was no extra one on the 
train, what could be done ? 

A. Remove the one on rear end of last car 
or the one on the front end of the engine. 

Q. What should be done with a car in a 
passenger train that has a broken brake Di'se ? 



150 FOR TRAINMEN. 



A. It depends on conditions, air may be made 
to pass through \t by coupling the brake pipe 
of the other cars to the signal pipe on the car 
with the broken brake pipe; this will do away 
with the signal on all cars in the rear, but will 
make all the brakes operative except the one 
with the broken pipe, or it way be placed on 
the rear end, provided its hand brake is in good 
order. 

Q. When such a car is placed in the rear, 
what precaution must be taken ? 

A. Its hose must be coupled to the car ahead 
and all angle cocks opened except the one on 
front end of the car with broken pipe. If hand 
brake was out of order the car must be placed 
second from the rear end, the rear car must 
have a hand brake in goor order and a man on 
it to handle brake at all times. 

Q. When hand brakes are necessary on a 
part air brake train where should they be ap- 
plied ? 

A. Immediately behind the air brake cars. 

Q. In backing a freight train only partly 
equipped with air brakes where should hand 
brakes be applied ? 

A. At the rear end. 

Q. If stopped on a grade how should hand 
brakes be applied ? 

A. If on a descending grade brakes should 
be applied on the head end ; if on an ascending 
grade brakes should be applied on the rear end. 

Q. When setting out a car what should be 
done ? 



FOR TRAINMEN. 151 



A. The brakes should first be released, the 
angle cocks closed on each end of the brake 
pipe where hose is to be parted and the hose 
parted by hand, the auxiliary reservoir bled of 
all air and after car is placed on the siding the 
hand brake applied. 

Q. Why not set the hand brake before re- 
leasing the air brake ? 

A. On some cars it would be set too tight 
and may break the chain when the air press- 
ure on the piston was released, on others it 
would not be set at all. 

Q. What is the proper way of releasing a 
brake with the release valve ? 

A. It should be opened until air commences 
to escape at the exhaust of triple valve, when 
it should be closed. If it is held open longer it 
may apply other braises. 

Q. (a) Where is the pressure stored, that 
applies the automatic brake ? (b) Where does 
it draw its air from direct ? 

A. (a) In the auxiliary reservoir, (b) The 
brake pipe. 

Q. What is the duty of the triple valve ? 

A. To charge the auxiliary reservoir, apply 
and release the brake. 

Q. How long does it take to charge an aux- 
)\iary reservoir from zero to 70 pounds ? 

Jt About 70 seconds. 



152 FOR TRAINMEN. 



Q. When charged up and ready to apply the 
brakes how does the pressure in the auxiliary 
reservoir, and the brake pipe stand ? 

A. They are equal. 

Q. What has to be done to apply the auto- 
matic air brake ? 

A. Reduce the brake pipe pressure, which 
reduction causes the triple valve to move and 
allow the auxiliary reservoir pressure to flow 
into the brake cylinder. 

Q. When the brake is fully applied how do 
the pressures in the auxiliary reservoir and 
brake cylinder stand ? 

A. Equal. 

Q. How much would it be necessary to re- 
duce the brake pipe pressure to accomplish 
this ? 

A. About 20 pounds. 

Q. What must be done to release the brake ? 

A. The brake pipe pressure must be made 
stronger than the remaining auxiliary reservoir 
pressure, that it may force the triple valve 
to release position against that pressure; in so 
doing the communication between the auxili- 
ary reservoir and brake cylinder is closed, 
the exhaust port between the brake cylinder 
and atmosphere is opened, also the feed port 
between the brake pipe and the auxiliary reser- 
voir. 

Q. How is the brake pipe pressure made the 
stronger ? 

A. By either admitting air from the main 



FOR TRAINMEN. 153 



reservoir into the brake pipe, or decreasing the 
auxiliary reservoir pressure by the release valve. 

Q. What position must the triple valve be in 
to recharge the auxiliary ? 

A. Release position. 

Q. Can the auxiliary reservoir be recharged 
without entirely releasing the brake ? 

A. Yes, by turning up the retaining valve 
handle. 

Q. What effect has leaks on the operation of 
the brakes ? 

A. If the brake pipe leaks, the brake will 
apply harder than the engineer intended, or 
until they are fully applied ; if there is a leak 
from an auxiliary reservoir the brake will re- 
lease on that car ; a leak in a brake cylinder 
will allow the pressure to escape thus releas- 
ing the brake. 

Q. What effect would a weak or broken grad- 
uating spring have on a Westinghouse quick 
action triple valve ? 

A. There would be nothing to stop the triple 
piston when it reached service position and it 
would move on to emergency position. 

Q. What effect would one quick action triple 
going on in emergency have on the other 
brakes ? 

A. If one quick action triple valve goes into 
quick action it makes a sudden brake pipe re- 
duction which starts the next triple valve, and 
that one the next, and so on until they are all 
applied. 



154 FOR TRAINMEN. 



Q. Does a weak or broken graduating spring 
have the same effect on a long train, as it does 
on a short one ? 

A. No, on a long train due to the larger 
volume of brake pipe air the auxiliary reservoir 
pressure can flow into the brake cylinder faster 
than the brake valve can reduce the brake pipe 
pressure, therefore, it is not necessary to have 
anything to hold the triple valve in service po- 
sition. The absence of the graduating stem or 
spring will cause quick action on short trains 
only. 

Q. How many cars must there be in a train 
to prevent quick action from a broken or weak 
graduating spring ? 

A. With over six or eight cars a triple valve 
with a broken or weak graduating spring would 
not be noticed if the triple valve was working 
properly otherwise. 

Q. Quick action triple valves are often found 
where there is a blow at the exhaust port ; 
what would cause this ? 

A. Sometimes it is dirt under the slide valve 
or on the seat of the emergency valve, which 
may sometimes be stopped by jarring the triple 
lightly around the emergency valve; if this does 
not stop it, apply the brake in quick action by 
parting the hose and opening the angle eock. 

Q. Should this not stop it, where could the 
leak be if a Westinghouse triple valve ? 

A. It may be due to a leaky emergency valve, 
a leaky check valve case gasket, a leaky slide 
valve, a leaky gasket between the triplo valve 
and auxiliary on freight, or the brake cjUikJbi 



FOR TRAINMEN. 155 



on passenger, or a leaky tube in the freight 
auxiliary. 

Q. How can the defective part be located 
without taking the triple valve down ? 

A. A leaky emergency valve and a check 
valve case gasket produce the same effect and 
are reached by taking the same part down. To 
tell if it is either of these parts, charge the 
auxiliary reservoir and then cut the brake out'; 
if either of these parts are leaking they reduce 
the brake pipe pressure and apply the brakes ; 
if the brake does not apply it indicates that 
these parts are all right. The cut out cock 
should then be opened, the auxiliary reservoir 
recharged after which the brakes should be ap- 
plied lightly ; if the blow continues after the 
brake is applied the slide valve is leaking as it 
should close the exhaust port when the brake 
is applied. If the blow stops when the brake is 
applied it is generally the gasket between the 
triple valve and auxiliary reservoir or brake 
cylinder as the case may be, or the tube in the 
freight auxiliary. The slide valve, the triple 
valve gasket, or the auxiliary tube leaking, 
would all reduce the auxiliary reservoir press- 
ure and therefore have a tendency to release 
the brake when applied; the slide valve would 
leak to the atmosphere and would release the 
brake no matter how it was applied; the triple 
valve gasket or the auxiliary tube leaking 
would be a leak to the brake cylinder, and 
therefore could only release a partly applied 
brake, because when the brake was fully ap- 
plied the auxiliary and brake cylinder press- 
ures would be equal, therefore one could not 
leak into the other. 

Q. If there was a blow at the exhaust port 



156 FOR TRAINMEN. 



of a triple valve or a pressure retainer would 
you plug the exhaust port or turn up the re- 
tainer ? 

A. The exhaust port of the triple valve must 
never be plugged for the reason the brake could 
not release ; if the retainer was turned up it 
would also keep the brake aDplied ; never use 
a retaining valve that has a blow, if necessary 
use the hand brake lightly on that car. 

Q. Where is the pressure stored that applies 
the Westinghouse quick action automatic brake 
in a service application ? 

A. In the auxiliary reservoirs. 

Q. Where does it all come from that applies 
it in an emergency application ? 

A. The auxiliary reservoir and the brake 
pipe. 

Q. What is the difference between cutting 
the air out of a car and cutting it out of a 
brake ? 

A. Closing an angle cock at the head end of 
a car cuts out that car and all behind it, while 
closing the cut out cock in the branch pipe cuts 
out the brake on that car only. 

Q. (a) Does the New York Quick Action 
Brake apply any harder in an emergency ap- 
plication than it does in full service? (b) Why? 

A. (a) It does not. (b) Because all the air 
that goes into the brake cylinder in either a 
service or emergency application comes from 
the auxiliary reservoir, and all they can do is 
to equalize. 



FOR TRAINMEN. 157 



Q. In case a brake is noticed to be sticking 
how may you help it to release with the others ? 

A. If it is caused by short piston travel it 
may be remedied by extending the travel, as 
this will lower the auxiliary pressure on a full 
application, as brakes are more liable to stick 
on the rear end of long trains than when near 
the engine ; this car can be set ahead, also stop 
any leaks in the brake pipe. 

Q. What is usually the trouble with a brake 
which when applied will sometimes remain ap- 
plied and at other times release ? 

A. A dirty slide valve which sometimes seats 
properly and at others not ; if it does not seat, 
auxiliary reservoir pressure leaks to the atmos- 
phere through the exhaust port thus releasing 
the brake. 

Q. (a) What defect will cause a constant 
blow at the exhaust port of a New York Quick 
Action Triple Valve? (b) What effect will it 
have when brake is applied ? 

A. (a) A leaky slide valve, (b) It will re- 
duce the auxiliary pressure and release the 
brake. 

Q. What defect would cause a blow at the 
side cap vent ports of a New York Triple Valve? 

A. The brake cylinder check valve, the 
emergency, or vent valve leaking. 

Q. How may the defective valve be located 
without taking the valve apart ? 

A. The brake cylinder check valve leaking 
can only cause a blow while the brake is ap- 



158 FOR TRAINMEN. 

plied, as at other times there is no pressure in 
the cylinder. A leaky emergency valve, or vent 
valve can leak whether the brake is applied or 
released. To distinguish one from the other,cut 
the brake out. If the vent valve is leaking it 
will cause a reduction of brake pipe pressure 
and apply the brake ; if the brake does not ap- 
ply cut it in again and then have it applied ; if 
the emergency valve is leaking it will reduce 
the auxiliary pressure and generally release 
the brake. 

Q. What effect would a leaky gasket between 
the triple valve and auxiliary reservoir on 
freight, or the brake cylinder on passenger, or 
a leaky tube in a freignt auxiliary have on the 
brake ? 

A. It would cause a blow at the exhaust port 
of the triple valve when brake was released, 
and by reducing auxiliary reservoir pressure 
would release a partly applied brake. 

Q. Why would it not release a fully applied 
brake ? 

A. Because when the brake is fully applied 
the auxiliary and brake cylinder pressures are 
equal and one pressure could not leak Into the 
other. 

Q. How may poor brakes be detected at the 
foot of a grade ? 

A. By feeling of the wheels. 

Q. Would you expect to find the wheels all 
the same temperature ? 

A. No, the heavier cars having more brak- 
ing power than the lighter oneB will naturally 
have the warmest wheels. 



FOR TRAINMEN. 159 

Q. If all brakes applied in the test at the top 
of a grade what would cause some cars to have 
cold wheels at the foot of the grade ? 

A. It may he caused by low braking power, 
poor packing leathers in brake cylinders, poor 
retaining valves or dirty feed ports in the triple 
valves. 

Q. How could dirty feed ports cause cold 
wheels ? 

A. In descending heavy grades there are but 
a few seconds in which to re-charge the auxil- 
iary reservoirs, consequently they are never 
fully recharged after the first application that 
is made, therefore, they do not do their share 
of the holding. 

Q. When not necessary to use all retainers, 
how should they be used ? 

A. At the head end, if the grade is short, 
otherwise change them occasionally aaid use 
every other one so as not to overheat any 
wheels. 

Q. If a train was stopped on a grade can the 
air brake be depended on to hold it ? 

A. No, the air brake should be released and 
hand brakes applied to hold the train. 

Q. In testing brakes, why should they always 
be applied and released from the engine ? 

A. It may happen that a Brakeman could 
open an angle cock on the rear end and apply 
the brakes, and the Engineer release them, but 
that the Engineer could not apply them from 
the engine, due to a hose lining getting loose 



160 FOR TRAINMEN. 

and rolling up, closing the hose when the air 
was flowing in the opposite direction. 

Q. Why should the hose always be uncoupled 
by hand ? 

A. If allowed to pull apart it springs the 
couplings so they do not make tight joints ; it 
may tear the hose off or break the pipe ; it also 
strains the rubber so it soaks in moisture which 
soon rots the hose ; it als^ freezes in cold 
weather, making the hose rigid, which causes 
excessive leakage besides being hard to couple. 

Q. Why are the couplings for the air signal 
hose made smaller than those on the air brake 
hose ? 

A. So they can not be coupled easily togeth- 
er. The signal hose coupling is usually painted 
red so as to further distinguish it from the air 
brake coupling. 

Q. What could cause a bad blow at the ex- 
haust port of a Westinghouse, or the side cap 
of the New York Triple Valve and also prevent 
the other brakes releasing after an emergency 
application ? 

A. The emergency valve of the Westing- 
house, or the vent valve of a New York Triple 
Valve stuck open. 

Q. How may you stop it and get all brakes 
released ? 

A. If jarring around the triple valve did not 
stop it, would cut the brake out, bleed the aux- 
iliary reservoir and then cut it in quickly ; if 
this did not stop it, would cut it out, bleed the 
reservoir of all air and card the triple for re- 
pairs. 



FOR TRAINMEN. 161 



Q. If on a high speed brake train it became 
necessary to change engines for one not so 
equipped what should be done ? 

A. Before cutting off, the high speed en- 
gine should reduce the brake pipe pressure to 
GO pounds, or the reduction may be made by 
trainmen opening an angle cock slowly until 
the reducing valves under the cars cease to 
blow. 

Q. Can a car equipped with the high speed 
brake be placed in a train not so equipped ? 

A. Yes, it would make no difference. 

Q. If a car not equipped with the high speed 
brake was attached to a high speed brake 
train, what precaution should be taken ? 

A. A safety valve provided for the purpose 
should be screwed into the oil plug hole of the 
brake cylinder head. 

Q. What is necessary to make a high speed 
brake on a car already equipped with the quick 
action brake ? 

A. The addition of an automatic reducing 
valve, and applying heavy brake beams, rods 
and levers. 

Q. What pressure is carried in the brake 
pipe and auxiliary reservoirs with the high 
speed brake ? 

A. 110 pounds. 

Q. At what pressure will the auxiliary reser- 
voirs and brake cylinders equalize at in an emer- 
gency application when using 110 pounds press- 
ure ? 



162 FOR TRAINMEN. 



A. About 85 pounds. 

Q. What reduces it to 60 pounds, the safe 
limit for slow speeds ? 

A. The automatic pressure reducing valve if 
a Westinghouse, or the compensating valve if 
a New York. For description of see pages 115 
to 118. 

Q. What may cause the reducing valve to 
fail to properly reduce the brake cylinder press- 
ure and thus slide wheels ? 

A. The vent port in the bottom of the spring 
box in a Westinghouse reducing valve being 
stopped up, usually frozen over by drippings 
from steam heat traps. 

Q. Is there a vent port in the bottom of the 
New York Compensating Valve ? 
A. No. 



FOR TRAINMEN. 163 



Air Signal Cede. 



Two (2) Blasts of the air signal whistle when 
train is standing is the signal to start. 

Two (2) Blasts of the air signal whistle when 
train is running is the signal to stop at once. 

Three (3) Blasts of the air signal whistle 
when the train is standing is the signal to back 
the train. 

Three (3) Blasts of the air signal whistle 
when the train is running is the signal to stop 
at the next station. 

Four (4) Blasts of the air signal whistle 
when the train is standing is the signal to apply 
or release air brakes. 

Four (4) Blasts of the air signal whistle 
when the train is running is the signal to re- 
duce speed. 

Five (5) Blasts of the air signal whistle 
when the train is standing is the signal to call 
in the flagman. 

Five (5) Blasts of the air signal whistle 
when the train is running is the signal to in- 
crease speed. 

When one blast of the air signal whistle is 

neard while train is running, the enginemen 

must immediately ascertain if the train is 
parted. 



164 



SPEED TABLE. 



Table Showing Rate of Speed Required 
Per Mile to Equal a Given Num- 
ber of Miles Per Hour, 



Time Per 


Miles 


Time Per 


Mile 


Mile. 


Per Hour. 




Mile. 


Per Hour 


min. 36 sec. 100.00 


1 min. 4 sec. 56.25 


" 37 « 


9730 


1 ' 


5 « 


55.38 


" 38 ' 


94.73 


1 ' 


6 ' 


54.55 


" 39 ' 


92.31 


1 « 


7 ' 


53.73 


" 40 ' 


90.00 


1 ' 

1 ' 


8 ' 

9 ' 


52.94 
52.17 


" 41 * 


87.80 


1 ' 


10 ' 


51.43 


. ■" 42 « 


85.71 


i ' 


11 ' 


50.70 


" 43 * 


83.72 


l ' 


12 ' 


b0 oo 


" 44 ' 


81.82 


1 ' 


13 ' 


49.31 


" 45 * 


80.00 


1 ' 


14 ' 


48.65 


" 46 ' 


78.36 


1 ' 


15 ' 


48.00 


■" 47 ' 


76.59 


1 ' 


16 * 


47.37 


" 48 * 


75.00 


1 * 


17 ' 


46.74 


" 49 ' 


73.47 


1 « 


18 ' 


46.15 


" 50 ' 


72.0(? 


1 ' 


19 ' 


45.57 


" 51 ' 


70.59 


1 ' 


20 ' 


45.00 


" 52 * 


69.23 


1 ' 


21 ' 


44.44 


" 53 ' 


67.92 


1 * 


22 ' 


43.90 


" 54 ' 


66.6C 


1 ' 


23 ' 


43.37 


" 55 * 


65.45 


1 ' 


24 ' 


42.86 


" 56 ' 


64.29 


1 r 


25 ' 


42.35 


" 57 ' 


63.16 


1 ' 


26 ' 


41.86 


" 58 * 


62.07 


1 ' 


27 ' 


41.38 


" 59 ' 


61.02 


1 ' 


28 ' 


40.91 


1 " ' 


60.00 


1 ' 


29 ' 


40.45 


1 " 1 « 


59.02 


1 ' 


30 « 


40.00 


1 " 2 ' 


58.06 


1 ' 


31 ' 


39.56 


1 " 3 * 


57.14 


1 ' 


32 ' 


39.13 



SPEED TABLE. 



165 





Time Per 


Miles 




Time Per 


Miles 




Mile. 


Per Hour. 




Mile. 


Per Hour 


1 min. 34 sec. 


38.29 


2 min. 48 sec. 


21.43 


1 


" 36 " 


37.50 


2 


" 50 " 


21.17 


1 


" 38 " 


36.73 


2 


" 52 " 


20.93 


1 


" 40 " 


36.00 


2 


" 54 " 


20.69 


1 


" 42 " 


35.29 


2 


" 56 " 


20.45 


1 


" 44 " 


34.61 


2 


" 58 " 


20.22 


1 


" 46 " 


33.96 


3 


" 


20.00 


1 


" 48 " 


33.33 


3 


2 " 


19.78 


1 


" 50 " 


32.73 


3 


4 « 


19.56 


1 


" 52 " 


32.14 


3 


6 " 


19.35 


1 


" 54 " 


31.58 


3 


8 " 


19.15 


1 


" 56 " 


31.03 


3 


«. 1Q „ 


18.95 


1 


" 58 " 


30.51 


3 


" 12 " 


18.75 


2 


" 


30.00 


3 


" 14 " 


18.55 


2 


2 " 


29.50 


3 


" 16 " 


18.37 


2 


4 « 


29.03 


3 


" 18 " 


18.18 


2 


6 " 


28.57 


3 


" 20 " 


18.00 


2 


8 " 


28.12 


3 


" 22 " 


17.82 


2 


" 10 " 


27.69 


2 


« 24 «« 


17.64 


2 


" 12 " 


27.27 


3 


" 26 " 


17.48 


2 


«« 14 „ 


26.87 


3 


" 28 " 


17.31 


2 


" 16 " 


26.47 


3 


" 30 «' 


17.14 


2 


" 18 " 


26.09 


3 


" 32 " 


16.98 


2 


" 20 " 


25.71 


3 


" 34 " 


16.82 


2 


" 22 " 


25.35 


3 


" 36 " 


16.66 


2 


.« 24 «« 


25.00 


3 


" 38 " 


16.51 


2 


" 26 " 


24.66 


3 


" 40 " 


16.36 


2 


" 28 " 


24.32 


3 


" 42 " 


16.22 


2 


" 30 " 


24.00 


3 


" 44 " 


16.07 


2 


" 32 " 


23.68 


3 


" 46 " 


15.93 


2 


" 34 " 


23.38 


3 


" 48 " 


15.79 


2 


" 36 " 


23.08 


3 


" 50 " 


15.65 


2 


" 38 " 


22.78 


3 


" 52 " 


15.51 


2 


" 40 " 


22.50 


3 


" 54 " 


15.38 


2 


" 42 " 


22.22 


3 


" 56 " 


15.25 


2 


« 44 «« 


21.95 


3 


" 58 " 


15.12 


2 


" 46 " 


•21.69 


4 


" 


15.00 



Index. 

Page 

Air Pump, Starting and Speed of 6, 7, 6 8 

Air Pump, Stopping 69, 75, 80 

Air Signal 72, 82, 101 

Air Signal Code 163 

Angle Cocks 89, 112, 144, 145, 148 

Brake Valve 7 6, 8 2, 83, 98 

Bleeding Off Brakes 112, 151 

Brakes Creeping on 76, 77 

Brakes Sticking 110, 127, 128 

Brakes Leaking off 86, 98, 120 

Breaking-in-Two 38, 82, 126, 127, 140 

Broken Brake-pipe 8 3 

Bursted Hose , 82, 149 

Changing Pressures 113, 114 

Charging Auxiliaries 7 3, 151 

Cutting Out Brakes 90, 96, 109 

Cut-out Cocks 89 

Defective Air Pump 7, 8, 70, 71, 81, 99 

Defective Brake Valve 32, 33, 34, 97, 98, 111 

Defective Triple Valve 106, 145, 153 to 159 

Double Heading 38, 87, 90, 138, 140 

Draining Main Reservoir 72 

Duplex Pump Governor 107, 108 

Emergency Application 88, 96, 114, 119, 126 

Emergency Valve 91, 149 

Enginemen's Questions and Answers. . . .68 to 142 

Equalizing Reservoir 82, 8 3 

E. T. Equipment.. 133 to 142 

Exhaust at Brake Valve 8 6, 87, 90 

Excess Pressure 73, 107, 108 

Feed Valve Attachment 73, 78, 110, 135 

Governor .10 to 13 

Graduating Valve Leaking 8 6 

Handling Train on Down Grade 120 to 122 

High-speed Brake 113 to 120 

Kicking Off_ Brakes 12 3 

Leaks in Air Signalling Line i 78 

Leaks in Brake Cylinder 9 8 

Leaks in Brake Pipe 78, 86, 110, 153 

Leaks in Brake Valve 83, 98, 111 

Leaks in Triple Valve 106, 154 to 158 



Page 

Leakage Grooves 89 

Lift of Air Valves 81 

Lubricants 129 

Over-charged Brake Pipe.... 76, 77, 88, 110, 139 

Piston Travel 91, 9 3 

Pressure on Brake Piston 93 

Position of Brake Valve. .38, 75, 76, 86, 136 to 142 

Pressure Retaining Valve 9 4, 9 5, 147 

Pump Governor Adjusting 74, 75, 108, 135 

Pump Governor Disorders 69, 96, 97, 109 

Quick Action Triple Valve. . .61, to 67, 88 and 96 

Re-charging on Grades 95, 96, 121 

Releasing Brakes 110, 120, 123 to 127 

Reducing Valves 101, 106, 107, 115 

Running Test 8 8 

Speed Table 164, 165 

Service Application. ... 82, 83, 112, 113, 116 tol26 

Straight Air Brake 104 to 107, 127, 128 

Testing Air Gauge 82 

Testing Air Signal Pressure 78, 82 

Testing for Leaks 72, 7 8 

Testing Brakes 86, 87, 90, 100, 127 

Train Handling 112, 119 to 128 

Two-application Stops 113, 119, 123, 139 

Trainmen's Questions and Answers. . . .143 to 162 

Use of Sand 12 6 

Watching the Air Gauge 90 

NEW YORK AIR BRAKE. 

Accelerator Valve 5 3 to 57 

Air Pump 3 to 8, 79, 80, 81 

Automatic Oil Cup 9 

Brake Valve, Style " B-l " 16 to 34 

Brake Valve, Style " B-3 " 35 to 50 

Compensating Valve 114 to 118 

Defects in Air Pump 69, 80, 81 

Defects in Brake Valve 83, 102, 103, 109 

Defects in Quick Action Triple Valve. . . .157, 158 

Double-heading 38, 87 

Duplex Brake 130, 131, 132 

Double Check Valve 60, 105, 106, 107, 128 

Excess Pressure Valve 74, 103, 111 



Page 

B. h-speed Controller 58, 59, 74 

Lke of Air Valves 81 

Oiling- Brake Valves 103, 104 

Over-charged Brake Pipe 76, 77, 92 

Position of Brake Valve 77, 8 8, 99 

Pressure Controller 50, to 5 3, 74 

Pump Governor io to 13 

Pump Governor Adjusting 11, 74, 7 5 

Pump Governor Disorders 14, 69, 9 6 to 9 9 

Quick Action Triple Valve 61 to 67, 101, 102 

Releasing Brakes 19, 20, 76, 77 

Service Graduating Notches 27 

TRAINMEN. 

Air Signal 148, 149 

Applying Brakes • 152 

Angle Cocks 144, 145, 148 

Bleeding Off Cocks 151 

Brakes Releasing 153, 157 

Brakes Failing to Release 146, 156, 157, 160 

Broken Graduating Spring 153, 154 

Bursted Hose . . . . : 149 

Charging Auxiliaries 146, 151 

Cutting Out' Brakes 156 

Defective Triple Valve. ... 145, 154, 155, 157, 160 

Effects of Leaks 153 

Graduating Valve Leaking 86 

Getting Brakes Ready 143, 144 

Hand Brakes 150, 151 

High-speed Brakes 113 to 120, 161, 162 

Piston Travel 91, 93, 146 

Quick Action Triple Valve 61 to 67, 101, 102 

Quick Action Failing 145 

Retaining Valve 94, 146, 147, 148, 159 

Releasing Brakes 152 

Setting Out a Car 150, 151 

Stops on a Grade 15 9 

Testing Brakes 86, 100, 101, 127, 144, 145 

Testing Retaining Valves 147 

Uncoupling Hose 160 

Undesired Quick Action 145, 146 

PRESS OF THE TRI-STATES PUBLISHING CO. 
PORT JERVIS, N. Y.---1908. 




Piping Diagram. Scb 




Piping Diagram. Schedule B3-HS For use in Passenger Service. (High Speed Brake.) 



Plate 1. 

Low Pressure Piston Moving Upward. High 
Pressure Piston at Rest . 




Low Pressure Piston Moving Upward. High 
Pressure Piston at Rest. 



High Pressure Piston Moving Upward. Low 
Pressure Piston at Rest. 



Low Pressure Piston Moving Downward. High 
Pressure Piston at Rest. 



High Pressure Piston Moving Downward. Low 
Pressure Piston at Rest. 







nwa 

St. 



A » 



AUG 24 1908 



